930e Komatsu PDF

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 personnel who will come into contact with it.
This material is proprietary to Komatsu Mining Systems, Inc. and is not to be reproduced, used, or disclosed except
in accordance with written authorization from Komatsu Mining Systems, Inc.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company
reserves the right to make changes or add improvements at any time without incurring any 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 distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of
California to cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and
lead compounds, chemicals known to the State of California to
cause cancer and birth defects or other reproductive harm.
Wash hands after handling.
NOTES:
FOREWORD
This Shop Manual is written for use by the service technician and is designed to help the technician
become fully knowledgeable of the truck and all its systems in order to keep it running and in
production. All maintenance personnel should read and understand the materials in this manual
before performing maintenance and/or operational checks on the truck. All safety notices, warnings
and cautions should be understood and followed when accomplishing 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, at times, typical of the component shown and may not
necessarily depict a specific model.
This manual shows dimensioning of U.S. standard and metric (SI) units throughout and all references
to “Right”, “Left”, “Front”, or “Rear” are made with respect to the operator’s normal seated position,
unless specifically stated otherwise.
Standard torque requirements are shown in torque charts in the general information section and
individual torques are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All
torque specifications have ± 10% tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame in front of the right side front
wheel and designates the Truck Model Number, Product Identification Number (vehicle serial
number), and Maximum G.V.W. (Gross Vehicle Weight) rating.
The KOMATSU Truck Model designation consists of three numbers and one letter (i.e. 930E). The
three numbers represent the basic truck model. The letter “M” designates a Mechanical drive and the
letter “E” designates an Electrical propulsion system.
The Product Identification Number (vehicle serial number) contains information which will identify the
original manufacturing bill of material for this unit. This complete number will be necessary for proper
ordering of many service parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other
components. The vehicle design and application guidelines are sensitive to the total maximum Gross
Vehicle Weight (GVW) and this means the total weight: the Empty Vehicle Weight + the fuel &
lubricants + the payload.
To determine allowable payload:
Service all lubricants for proper level and fill fuel tank of empty truck (which includes all accessories,
body liners, tailgates, etc.) and then weigh truck.
Record this value and subtract from the GVW rating. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable
payload. To maximize payload and to keep from exceeding the GVW rating, these accumulations
should be removed as often as practical.
Exceeding the allowable payload will reduce expected life of truck components.
A00017 03/01 Introduction A-1

This “ALERT” symbol is used with the signal words,
“ CAUTION” , “ DANGER” , and “WARNING” in this man-
ual to alert the reader to hazards arising from
improper operating and maintenance practices.
“DANGER” identifies a specific potential hazard

WHICH WILL RESULT
in either INJURY OR DEATH
if proper precautions are not taken.
“WARNING” identifies a specific potential hazard

WHICH MAY RESULT
in either INJURY OR DEATH
if proper 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 A00017 03/01

TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . D
ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E
DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR’S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00017 03/01 Introduction A-3

KOMATSU MODEL 930E Dump Truck
A-4 Introduction A00017 03/01

SECTION A
GENERAL INFORMATION
INDEX
TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
A01001 2/94 Index A1-1

NOTES
A1-2 Index A01001 2/94

MAJOR COMPONENT DESCRIPTION
Truck And Engine Operator’s Cab

The 930E Dump Truck is an off-highway, rear dump The Operator’s Cab has been engineered for operator
truck with AC Electric Drive. The gross vehicle weight comfort and to allow for efficient and safe operation of
is 1,100,000 lbs. (498 957 kg). The engine is a Cum- the truck. The cab provides for wide visibility, with an
mins QSK60C rated @ 2700 HP (2014 kW). integral 4-post ROPS/FOPS stucture, and an ad-
vanced analog operator envirnment. It includes a
Alternator (GE-GTA34) tinted safety-glass windshield and power-operated
The diesel engine drives an in-line alternator at engine side windows, a deluxe interior with a fully adjustable
speed. The alternator produces AC current which is seat with lumbar support, a fully adjustable/tilt steering
rectified to DC within the main control cabinet. The wheel, controls mounted within easy reach of the
rectified DC power is converted back to AC by groups operator, and an analog instrument panel which pro-
of devices called “inverters”, also within the main vides the operator with all instruments and gauges
control cabinet. Each inverter consists of six “phase which are necessary to control and/or monitor the
modules” under the control of a “gate drive unit” truck’s operating systems.
(GDU). The GDU controls the operation of each phase
module.
Power Steering
Each phase module contains an air-cooled solid-state
The truck is equipped with a full time power steering
switch referred to as a “gate turn-off thyristor” (GTO).
system which provides positive steering control with
The GTO cycles on and off at varying frequencies to
minimum operator effort. The system includes nitro-
create an AC power signal from the DC supply.
gen-charged accumulators which automatically pro-
The AC power signal produced by each inverter is a vide emergency power if the steering hydraulic
variable-voltage, variable-frequency signal (VVVF). pressure is reduced below an established minimum.
Frequency and voltage are changed to suit the oper-
ating conditions.
Dynamic Retarding
AC Induction Traction Motorized Wheels
The dynamic retarding is used to slow the truck during
The alternator output supplies electrical energy to the normal operation or control speed coming down a
two wheel motors attached to the rear axle housing. grade. The dynamic retarding ability of the electric
The motorized wheels use three-phase AC induction system is controlled by the operator through the acti-
motors with full-wave AC power. vation of the retarder pedal (or by operating a lever on
the steering wheel) in the operators cab and by setting
The two wheel motors convert electrical energy back
the RSC (Retarder Speed Control). Dynamic Retard-
to mechanical energy through built-in gear trains within
ing is automatically activated, if the truck speed goes
the wheel motor assembly. The direction of the wheel
to a preset overspeed setting.
motors is controlled by a forward or reverse hand
selector switch located on a console to the right side
of the operator. Brake System
Blower Service brakes at each wheel are oil-cooled multiple
disc brakes applied by an all-hydraulic actuation sys-
Both the inverters and the wheel motors produce heat
tem. Depressing the brake pedal actuates both front
while in operation and must be cooled. Cooling air is
and rear brakes, after first appling the retarder. All
provided by a separate AC drive blower using rectified
wheel brakes will be applied automatically, if system
DC as its power source. Cooling air flow volume is
pressure decreases below a preset minimum.
modulated based on thermal requirements.
The parking brake is a dry disc type, mounted inboard
Suspension on each rear wheel motor, and is spring-applied and
HYDRAIR®II suspension cylinders located at each hydraulically-released with wheel speed application
wheel provide a smooth and comfortable ride for the protection (will not apply with truck moving).
operator and dampens shock loads to the chassis
during loading and operation.
A02046 11/99 Major Component Description A2-1

930E MAJOR COMPONENTS
A2-2 Major Component Description A02046 11/99

SPECIFICATIONS
These specifications are for the standard 930E Truck. Customer Options may change this listing.
ENGINE SERVICE CAPACITIES

. . . . . . . . . . U.S. Gallons . . . . . Liters
Cummins QSK60
Crankcase (Includes lube oil filters)
Number of Cylinders . . . . . . . . . . . . . . 16
QSK60-C . . . . . . . . . . . 74 . . . . . . 280
Operating Cycle . . . . . . . . . . . . . 4-Stroke
Cooling System . . . . . . . 157 . . . . . . 594
Rated Brake HP 2700HP (2014 kW) @ 1900 RPM
Fuel . . . . . . . . . . . . 1200 . . . . . 4542
Flywheel HP . . . . . . . . . 2550HP (1879 kW)
Hydraulic System . . . . . . 350 . . . . . 1325
Weight (Dry)* . . . . . . . . 19,515 lbs. (8852 kg)
Wheel Motor Gear Box 20/Wheel . . . 76/Wheel
* Weight does not include Radiator, Sub-frame, or Alternator
HYDRAULIC SYSTEM
AC ELECTRIC DRIVE SYSTEM
Hoist & Brake Cooling Pump: . . . . Tandem Gear
AC/DC Current Output . . . 270 GPM (1022 l/min) @ 1900 RPM
Alternator . . . . . . . General Electric GTA - 34 . . . . . . . . . . . . and 2500 psi (17 237 kPa)
Integral Cooling Fan . . . 2500 cfm (71 m3/min) Steering/Brake Pump: Press. Compensated Piston
AC Thermally Mod. Dual Fan Output . . . . 65 GPM (246 l/min) @ 1900 RPM
. . . . . . . . . . . . . 12,000 cfm (340 m3/min) . . . . . . . . . . . and 2750 psi (18 961 kPa)
Motorized Wheels . AC Induction Traction Motors Relief Pressure- Hoist . . . . 2500 psi (17.2 MPa)
. . . . . . . . . . . . . . Wheel Slip/Slide Control Relief Press.- Steering/Brake 2750 psi (22.4 MPa)
Standard Gear Ratio* . . . . . . . . . . 31.50:1 Hoist . . . . . . . Two 3-Stage Hydraulic Cylinders
Maximum Speed . . . . . 40 MPH (64.5 km/h) Tank . . . . Vertical - Cylindrical, Non-Pressurized
*NOTE: Wheelmotor application depends upon GVW, haul Tank Capacity . . . . 250 U.S. Gal. (947 Liters)
road grade, haul road length, rolling resistance, and other pa- Filtration . . . . . . . In-line replaceable elements
rameters.
Komatsu & G.E. must analyze each job condition to assure Suction . . . . . . Single, Full Flow, 100 Mesh
proper application. Hoist & Steering Filters . . Beta 12 rating = 200
. . . . . . . . . . Dual, In-Line, High Pressure
DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . Standard SERVICE BRAKES
Maximum Retarding . . . . . 5400 HP (4026 kW)
All Hydraulic Actuation . . . with Traction System
Continuous . . . . . . . . . 3300 HP (2460 kW) . . . . . . . . . . . . . Wheel Slip/Slide Control
Continuously Rated High-density Blown Grids Front & Rear Oil-Cooled Multiple Discs
with Retard at Engine Idle and Retard in Reverse
Propulsion. . . . . . . . . . . . . . . . . . . at Each Wheel.
Total Friction Area /Brake 15,038 in2 (97 019 cm2)
Maximum Apply Pressure . 2500 psi (17 238 kPa)
BATTERY ELECTRIC SYSTEM
Batteries - . . . . . . . . . . . bumper-mounted
4. x 8D & 2 x 30H 12 Volt Batteries in Series/Parallel
. . . . . . . . . . . . 220 Ampere-Hour Capacity
STEERING
. . . . . . . . . . . . . . With Disconnect Switch Turning Circle (SAE) . . . . 97 ft. 4 in. (29.67 m)
Alternator . . . . . . 24 Volt, 240 Ampere Output Twin hydraulic cylinders with accumulator assist to
provide constant rate steering.
Lighting . . . . . . . . . . . . . . . . . . 24 Volt
Starters (2) . . . . . . . . . . . . . . . . . 24 Volt Emergency Power Steering automatically provided by
Accumulators
A02046 11/99 Major Component Description A2-3

STANDARD DUMP BODY* WEIGHT DISTRIBUTION
Capacity: EMPTY . . . . . . . . . Pounds . . Kilograms
Struck . . . . . . . . . 224 yds3 . . . . 171 m3 Front Axle (48.3%) . . . 213,518 . . . . 96 852
Heaped @ 2:1 (SAE) 276 yds3 . . . . 211 m3 Rear Axle (51.7%) . . . 228,699 . . . 103 737
Width (Inside) . . . . . . . . . 26 ft. 9 in. (8.15 m) Total (50% Fuel) . . . . 446,034 . . . 200 589
Depth . . . . . . . . . . . . . 10 ft. 3 in. (3.1 m) LOADED
Loading Height . . . . . . . . . . 23 ft. (7.01 m) Front Axle (33.4%) . . . 367,140 . . . 166 532
Dumping Angle . . . . . . . . . . . . . . . . 45o Rear Axle (66.6%) . . . 732,860 . . . 332 425
* OPTIONAL Capacity Dump Bodies are available. Total . . . . . . . . . 1,100,000 . . . 498 960
TIRES Not to exceed 1,100,000 lbs. (498 957 kg), including

options, fuel, and payload. Weights in excess of this
Radial Tires (standard) . . . . . . . . 53/80 R63
amount require factory approval.
Rock Service, Deep Tread . . . . . . . Tubeless
Rims . (patented Phase II New Generation rims)
OVERALL TRUCK DIMENSIONS
A2-4 Major Component Description A02046 11/99

GENERAL SAFETY
Safety records of most organizations will show that the greatest percentage of accidents are caused by unsafe acts
of persons. The remainder are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to
the proper authority.
The following safety rules are provided as a guide for the operator. However, local conditions and regulations may
add many more to this list.
Read and follow all safety precautions. Failure to do so may result

in serious injury or death.
SAFETY RULES
• ONLY trained and authorized personnel can operate and maintain the machine.
• Follow all safety rules, precautions and instructions when operating or performing maintenance on the machine.
• When working with another operator or a person on worksite traffic duty, be sure all personnel understand all
hand signals that are to be used.
•
SAFETY FEATURES
• Be sure all guards and covers are in their proper position. Have guards and covers repaired if damaged.
(See Walk-Around Inspection, Operating Instructions - Section 3)
• Learn the proper use of safety features such as safety locks, safety pins, and seat belts, and use these safety
features properly.
• NEVER remove any safety features. ALWAYS keep them in good operating condition.
• Improper use of safety features could result in serious bodily injury or death.
•
CLOTHING AND PERSONAL PROTECTIVE ITEMS

• Avoid loose clothing, jewelry, and loose long hair. They can catch on
controls or in moving parts and cause serious injury or death. Also, do
not wear oily clothes because they are flammable.
• Wear a hard hat, safety glasses, safety shoes, mask or gloves when
operating or maintaining the machine. Always wear safety goggles, hard
hat and heavy gloves if your job involves scattering metal chips or minute
materials— this is so particularly when driving pins with a hammer and
when cleaning the air cleaner element with compressed air.
Check also that there is no one near the machine.
UNAUTHORIZED MODIFICATION
• Any modification made to this vehichle without authorization from Komatsu Mining Systems, Inc. can possibly
create hazards.
• Before making any modification, consult the authorized regional Komatsu Mining Systems, Inc. distributor.
Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.
A03013 03/01 General Safety and Operating Instructions A3-1

LEAVING THE OPERATOR’S SEAT
• When preparing to leave the operator’s seat, do not touch any control lever that is not locked.
To prevent accidental operations from occurring , always carry out the following:
• Move the shift control lever to the Neutral position (N) and set the parking lever/switch to the PARKING position.
• Lower the dump body, set the dump lever to the FLOAT position.
• Stop the engine. When leaving the machine, always lock everything. Always remember to take the key with you.
If the machine should suddenly move or move in an unexpected way, this may result in serious bodily injury or
death.
MOUNTING AND DISMOUNTING

• NEVER jump on or off the machine. NEVER get on or off a moving machine.
• When getting on or off the machine, face the machine and use the handhold and steps.
• Never hold any control levers when getting on or off the machine.
• Always maintain three-point contact with the handholds and steps to ensure that you support yourself.
• When bringing tools to 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 handholds or steps, wipe it off immediately. Always keep these parts
clean. Repair any damage and tighten any loose bolts.
• Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine.
FIRE PREVENTION FOR FUEL AND OIL

• Fuel, oil, and antifreeze can be ignited by a flame. Fuel is particularly FLAMMABLE and can be HAZARDOUS.
• Keep flame away from flammable fluids.
• Stop the engine and do not smoke when refueling.
• Tighten all fuel and oil tank caps securely.
• Refueling and oiling should be made in well ventilated areas.
• Keep oil and fuel in the determined place and do not allow unauthorized persons to enter.
A3-2 General Safety and Operating Instructions A03013 03/01

PRECAUTIONS WHEN HANDLING AT HIGH TEMPERATURES
• Immediately after operations, the engine cooling water, engine oil, and hydraulic oil are at high temperature and
are under pressure. If the cap is removed, or the oil or water is drained, or the filters are replaced, there is danger
of serious burns. Always wait for the temperature to cool down, and carry out the operation according to the
specified procedure.
• To prevent hot water from spurting out:
1) Stop the engine.
2) Wait for the water temperature to cool down.
3) Turn the cap slowly to release the pressure before removing the cap.
• To prevent hot engine oil from spurting out:
1) Stop the engine.
2) Wait for the oil temperature to cool down.
3) Turn the cap slowly to release the pressure before removing the cap.
ASBESTOS DUST HAZARD PREVENTION

Asbestos dust can be HAZARDOUS to your health if it is inhaled.
If you handle materials containing asbestos fibers, follow these guidelines as given
below:
• NEVER use compressed air for cleaning.
• Use water for cleaning to keep down the dust.
• Operate the machine with the wind to your back, whenever possible.
• Use an approved respirator if necessary.
PREVENTION OF INJURY BY WORK EQUIPMENT

• Never enter or put your hand or arm or any other part of your body between movable parts such as the dump
body and chassis or cylinders. If the work equipment is operated, the clearance will change and this may lead
to serious bodily injury or death.
FIRE EXTINGUISHER AND FIRST AID KIT
• Be sure fire extinguishers have been provided and know how to use them.
• Provide a first aid kit at the storage point.
• Know what to do in the event of a fire.
• Be sure you know the phone numbers of persons you should contact in case of
an emergency.

PRECAUTIONS WHEN USING ROPS
• If ROPS is installed, the ROPS must never be removed when operating the machine.
• The ROPS is installed to protect the operator if the machine should roll over. It is designed not only to support
the load if the machine should roll over, but also to absorb the impact energy.
• The ROPS installed on equipment manufactured and designed by Komatsu Mining Systems, Inc. fulfills all of the
regulations and standards for all countries, but if it is modified or repaired without authorization from Komatsu
Mining Systems, Inc., or is damaged when the machine rolls over, the strength will drop and it will not be able to
fulfill its function properly. It can only display its performance if it is repaired or modified in the specified way.
• When modifying or repairing the ROPS, always consult the authorized regional Komatsu Mining Systems, Inc.
distributor.
• Even if the ROPS is installed, it cannot show its full effect if the operator does not fasten the seat belt properly.
Always fasten the seat belt when operating.
PRECAUTIONS FOR ATTACHMENTS

• When installing and using optional equipment, read the instruction manual for the attachment and the information
related to attachments in this manual.
• Do not use attachments that are not authorized by Komatsu Mining Systems, Inc., or the authorized regional
Komatsu Mining Systems, Inc. distributor. Use of unauthorized attachments could create a safety problem and
adversely affect the proper operation and useful life of the machine.
• Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the
responsibility of Komatsu Mining Systems, Inc., or the authorized regional Komatsu Mining Systems, Inc.
distributor.

PRECAUTIONS DURING OPERATION
SAFETY IS THINKING AHEAD
Prevention is the best safety program. Prevent a potential accident by knowing the employer’s safety requirements
and all necessary job site regulations. In addition, know the proper use and care of all the safety equipment on the
truck. Only qualified operators or technicians should attempt to operate or maintain the Komatsu Truck.
Safe practices start before the operator gets to the equipment!
SAFETY AT WORKSITE
• When walking to and from the truck, maintain a safe distance from all machines even if the operator is visible.
• Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous.
• Examine the road surface in the jobsite and determine the best and safest method of operation.
• Choose an area where the ground is as horizontal and firm as possible before carrying out the operation.
• If you need to operate on a road, protect pedestrians and cars by designating a person for worksite traffic duty
or by installing fences around the worksite.
• The operator must check personally the work position, roads to be used, and existence of obstacles before starting
operations.
• Always determine the travel roads in the worksite 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 be in water which is in excess of the permissible water depth.
FIRE PREVENTION
• Thoroughly remove wood chips, leaves, paper and other flammable things accumulated in the engine compart-
ment. These could cause a fire.
• Check fuel, lubrication, and hydraulic systems for leaks. Have any leaks
repaired.
Wipe up any excess oil, fuel or other flammable fluids.
• Be sure a fire extinguisher is present and working.
• Do not operate the machine near any flame.
PREPARING FOR OPERATION

• Always mount and dismount facing the truck. Never attempt to mount or dismount the truck while it is in motion.
Always use handrails and ladder when mounting or dismounting from the truck.
• Check the deck areas for debris, loose hardware or tools. Check for people and objects that might be in the way.
• Become familiar with and use all protective equipment devices on the truck and insure that these items (anti-skid
material, grab bars, seat belts, etc.) are securely in place.
VENTILATION FOR ENCLOSED AREAS

• If it is necessary to start the engine within an enclosed area, provide adequate ventilation.
Exhaust fumes from the engine can KILL.

IN OPERATOR’S CAB - BEFORE STARTING ENGINE
• Do not leave tools or spare parts lying around in the operator’s compartment or allow trash to accumulate in cab
of truck. Keep all unauthorized reading material out of truck cab.
• Keep the cab floor, controls, steps, and handrails free of oil, grease, snow, and excess dirt.
• Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always use
seat belts when operating your machine.
• Read and understand the contents of this manual. Read the Section 3 pertaining to safety and operating
instructions with special attention. Become thoroughly acquainted with all gauges, instruments and controls
before attempting operation of the truck.
• Read and understand the WARNING and CAUTION decals in the operator’s cab.
• Insure steering wheel, horn, controls and pedals are free of any oil, grease or mud.
• Check operation of windshield wiper, condition of wiper blades, and check washer reservoir for fluid level.
• Be familiar with all steering and brake system controls and warning devices, road speeds and loading capabilities,
before operating the truck.
KEEP MIRRORS, WINDOWS, AND LIGHTS CLEAN

• Remove any dirt from the surface of the windshield and all cab windows and lights. Good visibility may prevent
an accident.
• Adjust the rear view mirror to a position where the operator can see best from the operator’s seat, and keep the
surface of the mirror clean. If any glass or light should break, replace it with a new part.
• Insure headlights, worklights and taillights are in proper working order. Check that the machine is equipped with
the head lamps and working lamps needed for the operating conditions.
OPERATING THE MACHINE
WHEN STARTING ENGINE

• NEVER start the engine if a warning tag has been attached to the control.
• When starting the engine, sound the horn as an alert.
• Start and operate the machine only while seated.
• Do not allow any person other than the operator in the operator’s compartment or any other place on the machine.
Truck Operation - General

• WEAR SEAT BELTS AT ALL TIMES.
• Only authorized persons are allowed to ride in truck. Riders should be in cab only and belted in passenger seat.
• Do not allow anyone to ride on decks or steps of truck.
• Do not allow anyone to get on or off truck while it is in motion.
• Do not move truck into or out of a building without a signal person present.
• Know and obey the hand signal communications between operator and spotter. When other machines and
personnel are present, the operator should move in and out of buildings, loading areas and through traffic, under
the direction of a signal person. Courtesy at all times is a safety precaution!
• Report immediately to supervisor any conditions on haul road, pit or dump area that may cause an operating
hazard.

• Check for flat tires periodically during shift. If truck has been run on a “flat”, it must not be parked in a building
until the tire cools.
If tire must be changed, do not stand in front of rim and locking ring when inflating tire mounted on the machine.
Observers should not be permitted in the area and should be kept away from the side of such tires.
Tire and rim assembly may expode if subjected to excessive heat. Personnel should move to a remote or
protected location if sensing excessively hot brakes, smell of burning rubber or evidence of fire near tire and
wheel area.
If the truck must be approached, such as to fight a fire, those personnel should do so only while facing the
tread area of the tire (front or back), unless protected by use of large heavy equipment as a shield. Stay at
least 50 ft. (15 m) from the tread of the tire.
In the event of fire in the tire and wheel area (including brake fires), stay away from the truck at least 8 hours
or until the tire and wheel are cool.
• Keep serviceable fire fighting equipment at hand. Report used extinguishers for replacement or refilling.
• Always have parking brake applied when the truck is parked and unattended. DO NOT leave truck unattended
while engine is running.
• When parking, park a safe distance from other vehicles as determined by

supervisor.
• Stay alert at all times! In the event of an emergency, be prepared to react quickly
and avoid accidents. If an emergency arises, know where to get prompt
assistance.
CHECK WHEN TRAVELING IN REVERSE

Before operating the machine or work equipment, do as follows:
• Sound the horn to warn people in the area. For machines equipped with a back-up alarm, check that the alarm
works properly.
• Check that there is no one near the machine. Be particularly careful to check behind the machine.
• If necessary, designate a person to check the safety. This is particularly necessary when traveling in reverse.
• When operating in areas that may be hazardous or have poor visibility, designate a person to direct worksite
traffic.
• Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even on
machines equipped with a back-up alarm or rear view mirror.
TRAVELING
• When traveling on rough ground, travel at low speed. When changing direction, avoid turning suddenly.
• Lower the dump body and set the dump lever to the FLOAT position when traveling.
• If the engine should stop when the machine is traveling, the emergency steering system will be activated.
Apply the brakes immediately and stop the machine as quickly and safely as possible, and off the haul road, if
possible.

TRAVELING ON SLOPES
• Traveling on slopes could result in the machine tipping over or slipping.
• Do not change direction on slopes. To ensure safety, go down to level ground before turning.
• Do not travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine
slip on even the slightest slope. Take all possible steps to avoid traveling sideways, and always keep the travel
speed low.
• When traveling downhill, use the retarder to reduce speed. Do not turn the steering wheel suddenly. Do not use
the foot brake except in an emergency.
• If the engine should stop on a slope, apply the brakes fully and apply the parking brake to stop the machine.
ENSURE GOOD VISIBILITY

• When working in dark places, install working lamps and head lamps, and set up lighting in the work area if
necessary.
• Stop operations if the visibility is poor, such as in mist, snow, or rain, and wait for the weather to improve to a
condition that allows the operation to be carried out safely.
OPERATE CAREFULLY ON SNOW

• When working on snowy or icy roads, there is danger that the machine may slip to the side on even the slightest
slope, so always travel slowly and avoid sudden starting, turning, or stopping.
• Be extremely careful when carrying out snow-clearing operations. The road shoulder and other objects are buried
in the snow and cannot be seen. When traveling on snow-covered roads, always install tire chains.
AVOID DAMAGE TO DUMP BODY

• When working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place
where there are height limits, always drive extremely carefully and lower the dump body completely before driving
the machine.
DO NOT GO CLOSE TO HIGH-VOLTAGE CABLES

• Going close to high-voltage cables can cause electric shock. Always maintain the safe distance given below
Voltage Min. Safety Distance

6.6 kV 3m 10 ft
33.0 kV 4m 14 ft
66.0 kV 5m 17 ft
154.0 kV 8m 27 ft
275.0 kV 10 m 33 ft
between the machine and the electric cable.

• The following actions are effective in preventing accidents:
1) Wear shoes with rubber or leather soles.
2) Use a signalman to give warning if the machine approaches too close to the electric cable.
• If the work equipment should touch the electric cable, the operator should not leave the operator’s compartment.
• When carrying out operations near high voltage cables, do not let anyone come close to the machine.
• Check with the electrical maintenance department about the voltage of the cables before starting operations.

WHEN DUMPING
• Before starting the dumping operation, check that there is no person or object behind the machine.
• Stop the machine in the correct position, and check again that there is no person or object behind the machine.
Give the determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or position
a flagman.
• When carrying out dumping operations on slopes, the machine stability will become poor and there is danger
that it may tip over. Always carry out such operations extremely carefully.
• Do not travel with the dump body raised.
WORKING ON LOOSE GROUND

• Avoid operating the machine too close to the edge of cliffs, overhangs, and deep ditches. If these areas collapse,
the machine could fall or tip over and result in serious injury or death. Remember that the soil after heavy rain or
blasting is weakened in these areas.
• Earth laid on the ground and the soil near ditches is loose. It can collapse under the weight or vibration of the
machine. Avoid these areas, if possible.
WHEN LOADING
• Check that the surrounding area is safe, stop the machine in the correct loading position, then load the body
uniformly.
• Do not leave the operator’s seat during the loading operation.
PARKING THE MACHINE

• Choose a horizontal road surface to park the machine. If the machine has to be parked on a slope, always put
blocks under all the wheels to prevent the machine from moving.
• When parking on public roads, provide fences and signs, such as flags or lights, on the machine to warn
pedestrians and other vehicles. Be sure that the machine, flags, or lights do not obstruct the traffic.
• Before leaving the machine, lower the dump body fully, set the parking lever to the PARKING position, stop the
engine, then lock everything. Always take the key with you.
TOWING
WHEN TOWING, FIX WIRE TO HOOK

• Towing in the wrong way may lead to serious personal injury or damage.
• When using another machine to tow this machine, use a towing device with ample strength for the weight of this
machine.
• Never tow a machine on a slope.
• Do not use any towing rope that has kinks or is twisted.
• Do not stand astride the towing cable or wire rope.
• When connecting a machine that is to be towed, do not let any one come between the towing machine and the
machine that is being towed.
• Set the coupling of the machine being towed in a straight line with the towing portion of the machine, and secure
it in position.
(For towing method, see Section 3, “Operating Instructions, TOWING”.)

BATTERY
BATTERY HAZARD PREVENTION

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

• ALWAYS wear safety glasses or goggles when starting the machine with booster cables.
• When starting from another machine, do not allow the two machines to touch.
• Be sure to connect the positive (+) cable first when installing the booster cables. Disconnect the ground or negative
(-) cable first when removing them.
• If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. This is dangerous, so
be sure to work carefully.
• Connect the batteries in parallel: positive to positive and negative to negative.
• When connecting the ground cable to the frame of the machine to be started, be sure to connect it as far as
possible from the battery.

PRECAUTIONS FOR MAINTENANCE
BEFORE CARRYING OUT MAINTENANCE
WARNING TAG
• If others start the engine or operate the controls while you are performing service or lubrication, you could suffer
serious injury or death.
• ALWAYS attach the WARNING TAG to the control lever in the operator’s cab to alert others that you are working
on the machine. Attach additional warning tags around the machine, if necessary.
• These tags are available from your Komatsu distributor. (Part No. 09963-03000)
PROPER TOOLS
• Use only tools suited to the task.

Using damaged, low quality, faulty, or makeshift tools could cause personal injury.
STOPPING THE ENGINE BEFORE SERVICE
• When carrying out inspection or maintenance, always stop the machine on firm flat ground, lower the dump body,
then stop the engine.
• If the engine must be run during service, such as when cleaning the radiator, always move the shift control lever
to the Neutral (N) position and set the parking brake lever to the PARKING position. Always carry out the work
with two people. One person should sit on the operator’s seat to stop the engine if necessary.
NEVER move any controls not needed to operate.
• When servicing the machine, be careful not to touch any moving part or get clothing caught.
• Put blocks under the wheels.
• When carrying out service with the dump body raised, always place the dump lever at the HOLD position, and
apply the lock (if equipped). Install the body-up safety pins (or cable) securely.

DURING MAINTENANCE
PERSONNEL
• Only authorized personnel can service and repair the machine. Extra precaution should be used when grinding,
welding, and using a sledge-hammer.
ATTACHMENTS
• Place attachments that have been removed from the machine in a safe place so
that they do not fall. If they fall on you or others, serious injury could result.
WORK UNDER THE MACHINE

• Always lower all movable work equipment to the ground or to their lowest position
before performing service or repairs under the machine.
• Always block the tires of the machine securely.
• Never work under the machine if the machine is poorly supported.
KEEP THE MACHINE CLEAN
• Spilled oil or grease, or scattered tools or broken pieces are dangerous because
they may cause you to slip or trip.
Always keep your machine clean and tidy.
• If water gets into the electrical system, there is danger that the machine may not
move or may move unexpectedly.
Do not use water or steam to clean the sensors, connectors, or the inside of the
operator’s compartment.
RULES TO FOLLOW WHEN ADDING FUEL OR OIL

• Spilled fuel and oil may cause slipping. Always clean up spills immediately.
• Always tighten the cap of the fuel and oil fillers securely.
• Never use fuel for washing any parts.
• Always add fuel and oil in a well-ventilated place.

RADIATOR WATER LEVEL
• If it is necessary to add water to the radiator, stop the engine and allow the engine
and radiator to cool down before adding the water.
• Slowly loosen the cap to relieve pressure before removing the cap.
USE OF LIGHTING
When checking fuel, oil, coolant, or battery electrolyte, always use lighting with
anti-explosion specifications. If such lighting equipment is not used, there is
danger or explosion.
PRECAUTIONS WITH BATTERY

• When repairing the electrical system or when carrying out electrical welding,
remove the negative (-) terminal of the battery to stop the flow of current.
HANDLING HIGH-PRESSURE HOSES

• Do not bend high-pressure hoses or hit them with hard objects. Do not use any bent or cracked piping, tubes or
hoses. They may burst during use.
• Always repair any loose or broken fuel hoses or oil hoses. If fuel or oil leaks, it may cause a fire.
PRECAUTIONS WITH HIGH PRESSURE OIL

• Do not forget that the work equipment circuits are always under pressure.
• Do not add oil, drain oil, or carry out maintenance or inspection before completely releasing the internal pressure.
• If oil is leaking under high pressure from small holes, it is dangerous if the jet of high-pressure oil hits the skin or
enters the eyes. Always wear safety glasses and thick gloves, and use a piece of cardboard or a sheet of wood
to check for oil leakage.
• If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.

PRECAUTIONS WHEN CARRYING OUT MAINTENANCE AT HIGH TEMPERATURE OR HIGH PRESSURE
• Immediately after stopping operations, the engine cooling water and oil at all parts are at high temperature and
under high pressure.
In this condition, if the cap is removed, or the oil or water are drained, or the filters
are replaced, it may result in burns or other injury. Wait for the temperature to go
down, then carry out the inspection and maintenance in accordance with the
procedures given in this manual.
ROTATING FAN AND BELT

• Keep away from rotating parts and be careful not to let anything get caught in them.
• If your body or tools touch the fan blades or fan belt, they may be cut off or sent flying,
so never touch any rotating parts.
WASTE MATERIALS
• Never dump waste oil in a sewer system, rivers, etc.

• Always put oil drained from your machine in containers. Never drain oil directly on
the ground.
• Obey appropriate laws and regulations when disposing of harmful objects such as
oil, fuel, coolant, solvent, filters, batteries, and others.

TIRES
HANDLING TIRES
If tires are not used under the specified conditions, they may overheat and burst or be cut and burst by sharp stones
on rough road surfaces. This may lead to serious injury or damage.
To maintain safety, always keep to the following conditions:
• Inflate the tires to the specified pressure. Abnormal heat is generated particularly when the inflation pressure is
too low.
• Use the specified tires.
The tire inflation pressure and permissible speeds are general values. The actual values may differ depending on
the type of tire and the condition under which they are used. For details, please consult the tire manufacturer.
If the tires become hot, a flammable gas is produced, and this may ignite. It is particularly dangerous if the tires
become overheated when the tires are under pressure. If the gas generated inside the tire ignites, the internal pressure
will suddenly rise, and the tire will explode, and this may lead to serious personal injury. Explosions differ from
punctures or tire bursts, because the destructive force is extremely large. Therefore, the following operations are
strictly prohibited when the tire is under high internal pressure:
• Welding the rim

• Building fires or carrying out welding near the wheel or tire.
If the proper procedure for carrying out maintenance or replacement of the wheel or tire is not used, the wheel or tire
may burst and cause serious injury or damage. When carrying out such maintenance, please consult the authorized
regional Komatsu Mining Systems, Inc. distributor, or the tire manufacturer.
STORING TIRES AFTER REMOVAL

• As a basic rule, store the tires in a warehouse which unauthorized persons cannot enter. If the tires are stored
outside, always erect a fence around the tires and put up “No Entry” and other warning signs that even young
children can understand.
• Stand the tire on level ground, and block it securely so that it cannot roll or fall over.
• If the tire should fall over, get out of the way quickly. The tires for construction equipment are extremely heavy,
so trying to hold the tire may lead to serious injury.

ADDITIONAL JOB SITE RULES
• Use this space to add any ADDITIONAL Job Site Rules not covered in any of the previous discussions.
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WHEN REPAIRS ARE NECESSARY
1. Only qualified maintenance personnel who under- 9. If truck is to be towed for any reason, use a rigid
stand the systems being repaired should accom- tow bar. Check truck cab for decal recommending
plish repairs. special towing precautions. (Also refer to Towing
Procedure in OPERATING INSTRUCTIONS.)
2. Many components on the Truck are large and
heavy. Insure that lifting equipment - hoists, 10. Drain, clean and ventilate fuel tanks and/or hy-
slings, chains, lifting eyes - are of adequate ca- draulic tanks before making any welding repairs.
pacity to handle the lift.
3. DO NOT WORK under a suspended load. Do not
work under raised body unless body safety ca-
bles, props, or pins are in place to hold the body
in up position. Any operating fluid, such as hydraulic oil or brake
4. Do not repair or service truck while engine is fluid escaping under pressure, can have sufficient
running, except when adjustments can only be force to enter a person’s body by penetrating the
made under such conditions. Keep a safe dis- skin. Serious injury and possibly death may result
tance from moving parts. if proper medical treatment by a physician familiar
with this injury is not received immediately.
5. When servicing any air conditioning system with
refrigerant, wear a face shield and cold resistant
gloves for protection against freezing. Be certain 11. Relieve pressure in lines or hoses before making
to follow all current regulations for handling and any disconnects.
recycling refrigerants. 12. After adjustments or repairs, replace all shields,
6. Follow package directions carefully when using screens and clamps.
any cleaning solvent. 13. Tire Care:
7. If an auxiliary battery assist is needed, use the
external battery connections provided on the
truck.
8. Always disconnect the positive and negative bat-
Do not stand in front of rim and locking ring when
tery cables of the vehicle before doing any weld-
inflating tire mounted on the machine. Observers
ing on the unit. Failure to do so may seriously
should not be permitted in the area and should be
damage the battery and electrical equipment.
kept away from the side of such tires.
Disconnect battery charging alternator lead wire
and isolate electronic control components before Do not weld or apply heat on the rim assembly with
making welding repairs. (It is not necessary to the tire mounted on the rim. Resulting gases inside
disconnect or remove any control circuit cards on the tire may ignite, causing explosion of tire and
electric drive Trucks.) rim.
Always fasten the welding machine ground (-)
lead to the piece being welded; grounding 14. Only a qualified operator or experienced mainte-
clamp MUST BE ATTACHED AS NEAR AS nance personnel who are also qualified in opera-
POSSIBLE to the weld area. Always avoid lay- tion should move the truck under its own power
ing welding cables over or near the vehicle elec- in the repair facility or during road testing after
trical harnesses. Welding voltage could be repairs are complete.
induced into the electrical harness and possibly
cause damage to components. Never allow weld-
ing current to pass through ball bearings, roller
bearings, suspensions, or hydraulic cylinders.

Special Precautions for Working on a 930E Truck
Preliminary Procedures before Welding or 2. Place REST switch in “On” position to put AC
Performing Maintenance Drive System in “REST” mode of operation. Be
sure the “REST” indicator light in the overhead
Prior to welding and/or repairing the Truck, mainte-
panel is illuminated.
nance personnel should attempt to notify the Komatsu
factory representative. Only qualified personnel, spe- 3. With engine cooled down, turn keyswitch counter-
cifically trained for servicing the AC Drive System, clockwise to “Off” position for normal shutdown
should perform this service. of engine.
If it is necessary to perform welding or repair to the If engine does not shutdown with keyswitch, use
truck without the field engineer present, the following Engine Shutdown Switch on operator cab center
procedures should be followed to ensure that the truck console, and hold this switch down until engine
is safe for maintenance personnel to work on and to stops.
reduce the chance for damage to equipment.
4. With keyswitch “Off”, and engine stopped, wait at
least 90 seconds. Insure steering circuit is com-
pletely bled down by turning steering wheel back
and forth several times. No front wheel movement
will occur when hydraulic pressure is relieved.
If the vehicle continues to steer after shutdown,
Anytime the 930E engine is running:
notify maintenance personnel.
• Do not open any of the cabinet doors or re-
5. Verify that all the LINK VOLTAGE lights are OFF
move any covers.
(one on back wall of operator cab, and two on
• Do not use any of the power cables for hand deck control cabinets), and notify maintenance
holds or foot steps. personnel, if any light remains illuminated longer
than five minutes after engine shutdown.
• Do not touch the retarder grid elements.
6. Close and lock all windows, remove key from
keyswitch and lock cab to prevent possible un-
authorized truck operation. Dismount truck prop-
erly. Put wheel chocks in place.
Before opening any cabinets or touching a grid
Engine Shutdown Procedure before Welding or
element or a power cable, the engine must be
Performing Maintenance
shutdown.
Normal operation of the drive system at shutdown
should leave the system safe to maintain. However, in
Normal Engine Shutdown Procedure the event of a system failure, performing the following
procedure prior to any maintenance activities will en-
1. Stop the truck out of the way of other traffic on a
sure that no hazardous voltages are present in the AC
level surface (dry, if possible) and free of over-
Drive System.
head power lines or other obstructions (in case
dump body should need to be raised). 1. Before shutting down the engine, verify the status
a. Reduce engine speed to idle. of all the drive system warning lights on the
Allow engine to cool gradually by running at low overhead display panel. Use the Lamp Test
idle for 3 to 5 minutes. Switch to verify that all lamps are functioning
properly.
b. Place the directional Selector Switch in “Neu-
tral”. If any of the RED Drive System warning lights
c. Apply the Parking Brake switch. remain ON, do not attempt to open any cabinets,
Be sure the “Parking Brake Applied” indicator disconnect any cables, or reach inside the re-
light in the overhead display panel is illumi- tarder grid cabinet without a trained drive system
nated. technician present - even if engine is shut down.
Only qualified personnel, specifically trained

for servicing the AC Drive System, should 10. Power cables and wiring harnesses must be
perform this service. protected from weld spatter and heat.
2. If all red drive system warning lights are off, follow Always fasten the welding machine ground (-)
the “Normal Engine Shutdown Procedure”. lead to the piece being welded; the grounding
clamp MUST BE ATTACHED AS NEAR AS
3. After the engine has been stopped for at least five
POSSIBLE to the weld area.
(5) minutes, inspect the LINK VOLTAGE lights on
the exterior of the main control cabinet and back Always avoid laying welding cables over or near
wall of the operator’s cab (DID panel). If all lights the vehicle electrical harnesses. Welding voltage
are OFF, the retard grids, wheel motors, alterna- could be induced into the electrical harness and
tor, and power cables connecting these devices possibly cause damage to components.
are safe to work on.
Before doing any welding on the truck, always
4. Locate the “GF” Cut-out switch in the access disconnect the battery charging alternator lead
panel on the left side of the main control cabinet. wire and isolate electronic control components
Place the switch in the “Alternator Cutout” posi- before making welding repairs.
tion. This will prevent the alternator from re-ener-
In addition, always disconnect the positive and
gizing and creating system voltage, until the
negative battery cables of the vehicle. Failure to
switch is returned to its former position.
do so may seriously damage the battery and
5. The blower motors, control cabinet and power electrical equipment.
cables connecting these devices are still unsafe.
Never allow welding current to pass through
To establish that these devices are safe, open the
ball bearings, roller bearings, suspensions, or
top control cabinet cover and inspect the red
hydraulic cylinders.
lights on the blower control panel.
11. If the red lights on the exterior of the control
If these lights are OFF, the blower system, blower
cabinet and/or the back wall of the operator’s cab
power cables, and remainder of the control cabi-
continue to be illuminated after following the
net is safe to work on.
above procedure, a fault has occurred.
If these lights are ON, refer to steps 11 – 12.
Leave all cabinet doors in place, do not touch the
6. Before welding on the truck, disconnect all elec- retard grid elements, do not disconnect any
trical harnesses from the Engine Control System power cables, or use them as hand or foot holds.
(ECS) inside the electrical cabinet behind the
Notify the Komatsu factory representative im-
operator’s cab (disconnect left one first). Also,
mediately. Only qualified personnel, specifi-
disconnect the ground strap from the ECS.
cally trained for servicing the AC Drive
7. Do not weld on the rear of the control cabinet! System, should perform this service.
The metal panels on the back of the cabinet are
12. If the red lights on the blower control panel are
part of capacitors and cannot be heated.
illuminated after following the above procedure, a
8. Do not weld on the retard grid exhaust louvers fault has occurred. Reinstall the control cabinet
- they are made of stainless steel. Any welding panel. Do not perform maintenance on the blower
done here must be done by qualified welders, control panel or blower motor power cables.
using the appropriate equipment and materials.
Notify the Komatsu factory representative im-
Some power cable panels throughout the truck
mediately. Only qualified personnel, specifi-
are also made of aluminum, or stainless steel.
cally trained for servicing the AC Drive
They must be repaired with the same material, or
System, should perform this service.
the power cables may be damaged.
13. Replace all covers and doors and place the “GF”
9. Power cables must be cleated in wood or other
cutout switch and battery disconnect switches in
non-ferrous materials. Do not repair cable cleats
their original positions, and re-connect all har-
by encircling the power cables with metal clamps
nesses prior to restarting the truck.
or hardware. Always inspect power cable insula-
tion prior to servicing the cables and prior to Leave the drive system in the REST position until
returning the truck to service. Discard cables with the truck is to be moved.
broken insulation.

TRUCK OPERATION
PREPARING FOR OPERATION
The safest trucks are those which have been properly Local work practices may prevent an operator from
prepared for operation. At the beginning of each shift, performing all tasks suggested here, but to the extent
a careful check of the truck should be made by the permitted, the operator should follow this or similar
operator before attempting to start the engine. routine.
SAFETY IS THINKING AHEAD

Prevention is the best safety program. Prevent a
potential accident by knowing the employer’s safety
requirements, all necessary job site regulations, as HIGH VOLTAGE MAY BE PRESENT ON THIS
well as use and care of the safety equipment on the TRUCK! DO NOT OPEN ANY ELECTRICAL CABI-
truck. Only qualified operators or technicians should NET DOORS ON THIS TRUCK WHEN THE ENGINE
attempt to operate or maintain the Komatsu Truck. IS RUNNING! NEVER CLIMB ON ANY POWER CA-
BLES OR USE POWER CABLES FOR HAND-
Safe practices start before the operator gets to HOLDS OR FOOTHOLDS, UNLESS THE ENGINE
the equipment! HAS BEEN SHUT DOWN AND SYSTEM HAS BEEN
VERIFIED AT “REST”!
• Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential 1. Start at left front of truck. While performing the
hazard. walk around inspection, visually inspect all lights
• Always use the personal safety equipment pro- and safety equipment for external damage from
vided for the operator such as hard hat, safety rocks or misuse. Make sure lenses are clean and
shoes, safety glasses or goggles. There are unbroken.
some conditions when protective hearing de- Empty the dust pans on the left side air cleaner
vices should also be worn for operator safety. assemblies. Be sure battery box covers are in
• When walking to and from the truck, maintain place and secure.
a safe distance from all machines even if the 2. Move behind the front of the left front tire, inspect
operator is visible. the hub and brake assemblies for leaks and any
abnormal conditions. Check front wheel hub oil
sight gauge for oil level.
At The Truck - Ground Level Walk Around
Inspection Check that all suspension attaching hardware is
secure and inspect mounting key area for evi-
At the beginning of each shift, a careful walk around dence of wear. Check that the suspension exten-
inspection of the truck should be made before the sion (exposed piston rod) is correct, and that
operator attempts engine start-up. A walk around in- there are no leaks.
spection is a systematic ground level inspection of the
truck and its components to insure that the truck is safe 3. With engine stopped, check engine oil level. If
to operate before entering the operator’s cab. dark, turn on service light.
Start at the left front corner of the truck (see illustration, 4. Inspect air conditioner belts for correct tension,
next page), and move in a counter-clockwise direction, obvious wear, and tracking. Inspect fan guard for
front-to-rear, across the rear, and continuing forward security and condition. When leaving this point,
up the opposite side of the truck to the original starting be sure to turn off service light, if used.
point. 5. Inspect anchor end of steering cylinder for proper
If these steps are taken in sequence, and are repeated greasing and for security.
from the same point and in the same direction before 6. Move outboard of the front wheel, and inspect
every shift, many potential problems may be avoided, attaching nuts/studs to be sure all are tight and
or scheduled for maintenance. UNSCHEDULED complete. Check tires for cuts, damage or “bub-
downtime and loss of production can be reduced. bles” and that inflation appears to be correct.

START HERE
Walk Around Inspection

7. Move behind the rear of the front wheel, inspect 16. Move on around the right dual tires, inspect be-
for leaks at hub or brakes or any unusual condi- tween the tires for rocks, and for condition of the
tions. Inspect suspension hardware to be sure it rock ejector, inspect the tires for cuts or damage,
is all in place. Inspect live end of steering cylinder and for correct inflation.
for proper greasing, and for security of all parts.
17. Perform the same inspection for wheel nuts/studs
Inspect for any hydraulic leaks.
and wheel leaks that was done on the left hand
8. Inspect sight glass on hydraulic tank. With engine dual wheels.
stopped and body down, hydraulic fluid must be
18. Move in front of right dual tires, and inspect the
visible in lower sight glass.
hoist cylinder the same as was done on the left
9. Move on around the hydraulic tank and in front of side.
the rear dual tires, inspect the hoist cylinder for Check security and condition of body-up limit
any damage and leaks, also that lower guard is switch. Remove any mud/dirt accumulation from
in place. Inspect both upper and lower hoist cyl- switch.
inder pins for security, and for proper greasing.
19. Move on around the fuel tank, inspect the fuel
10. Before leaving this position, look under the lower quantity gauge, (this should agree with what will
edge of the chassis to be sure the flexible duct show on the gauge in the cab). Inspect the attach-
that carries the air from the main blower to the ing hardware for the fuel tank at the upper sad-
final drive housing is in good condition with no dles, and then at the lower back of the tank for the
holes or breakage. Also look up at the main security and condition of the mounts. Check hoist
hydraulic pumps to see that there is no leakage filters for leaks.
or any other unusual condition with pumps or
20. Move in behind the right front wheel, and inspect
pump drive shafts.
the steering cylinder, suspension attaching hard-
11. Move on around the dual tires, check to see that ware and suspension extension, as well as greas-
all nuts/studs are in place and tight. Inspect wheel ing and attaching hardware for the steering
for any leakage that would indicate brake leak- cylinder. Inspect the hub and brakes for leaks and
age, or wheel motor leakage. any unusual condition. Be sure the suspension
protective boot is in good condition.
Check dual tires for cuts, damage or “bubbles”
and that inflation appears to be correct. If truck 21. Move out and around the right front wheel, inspect
has been run on a “flat”, the tire must be cooled that all nuts/studs are in place and tight.
before parking truck inside. Inspect for any
22. Move in behind the front of the right front wheel,
rocks that might be lodged between dual tires,
check hub and brakes for leaks and any unusual
and that rock ejector is in good condition and
condition. Inspect steering cylinder for security
straight so that it can not damage a tire.
and for proper greasing. Inspect the engine com-
12. Inspect left rear suspension for damage and for partment for any leaks and unusual condition.
correct rod exposure, and that there are no leaks. Inspect the fan guard, and belts also for any rags
See that covers over the chromed piston rod are or debris behind radiator. Turn work light off, if
in good condition and inspect for proper greasing. used, and secure the ladder up and latched.
13. Open rear hatch cover. Inspect for leaks around 23. Inspect auto lube system. See Lincoln Auto Lube
the parking brakes. Inspect condition of cooling in Section “M”, for specific details concerning
air exhaust ductwork to be certain that it is intact auto lube system.
and that there are no obstructions.
24. Move on around to the right front of the truck, drop
14. While standing in front of rear hatch, look up to the air cleaner pans to remove dirt, latch up and
see that rear lights are in good condition, along secure. Inspect battery box cover for damage and
with dual back up horns. Look up at panhard rod be sure it is in place and secure.
to see that it is getting proper greasing. Also look
25. As you move in front of the radiator, inspect for
at both body hinge pins for greasing and any
any debris that might be stuck in front of the
abnormal condition. Check hoist limit switch and
radiator and remove it. Check for any coolant
clear any mud/debris from contacts.
leaks. Inspect all head and fog lights.
15. Perform the same inspection on the right rear
suspension as done on the left.

26. Before climbing ladder to first level, be sure 33. Adjust seat and steering wheel so that it is com-
ground level engine shutdown switch is “ON”. fortable for use.
Inspect fire control actuator to be sure safety pin
34. Read and understand the description of all Opera-
is in place and plastic tie that prevents accidental
tor Controls in Section “N”, Cab, “Instrument
actuation is in place and in good condition. Be
Panel and Indicator Switches”.
sure battery disconnect switches are “ON”. Al-
Be familiar with all control locations and functions
ways use grab rails and ladder when mounting or
BEFORE operating truck.
dismounting from the truck. Clean ladder and
hand rails of any foreign material, such as ice,
snow, oil or mud.
27. Use stairs and handrails while climbing from first
level to cab deck.
ENGINE START-UP SAFETY PRACTICES
1. Insure all personnel are clear of truck before
starting engine. Always sound the horn as a
Always mount and dismount ladders facing the warning before actuating any operational con-
truck. Never attempt to mount or dismount while trols. If the truck is in an enclosure, insure ade-
the truck is in motion. quate ventilation before start-up. Exhaust fumes
are dangerous!
28. When checking coolant in radiator, use coolant 2. Be sure parking brake switch is in “On” position.
level sight gauge (if equipped) or observe coolant Check and insure Selector Switch is in “Neutral”
level through opening in end of hood. If it is before starting.
necessary to remove radiator cap, shut down
Place REST switch in “On” position (put drive
engine (if running), and relieve coolant pressure
system in “REST” mode of operation).
SLOWLY, before removing radiator cap.
Refer to discussion of REST Switch in Section
“ N”, Cab, “ Instrument Panel and Indicator
Switches” section.
3. If truck is equipped with auxiliary cold weather
heater system(s), do not attempt to start engine
If engine has been running, allow coolant to cool,
while heaters are in operation.
before removing the fill cap or draining radiator.
Damage to coolant heaters will result!
Serious burns may result if coolant is not allowed
to cool.
29. Inspect covers over retarding grids to be sure

latches are in place and secure. Inspect main air
inlet to be sure it is clear. Be sure all cabinet door
latches are secure.
30. Move on around the cab to the back, open the
doors to the brake cabinet, inspect for leaks.
Before latching doors, turn work lights off, if used.
31. Clean cab windows and mirrors; clean out cab
floor as necessary. Insure steering wheel, con-
trols and pedals are free of any oil, grease or mud.
32. Stow personal gear in cab so that it does not
interfere with any operation of the truck. Dirt or
trash buildup, specifically in the operator’s cab,
should be cleared. Do not carry tools or supplies
in cab of truck or on the deck.

AFTER ENGINE HAS STARTED
1. Become thoroughly familiar with steering and
emergency controls. After engine has started and
low pressure and warning systems are normal,
test the truck steering in extreme right and left
directions. If the steering system is not operating
properly, shut engine down immediately. Deter-
mine the steering system problem and have re-
pairs made before resuming operation.
2. Operate each of the truck’s brake circuits at least
twice prior to operating and moving the truck.
These circuits include individual activation from
the operator’s cab of the service brake, parking
brake, and brake lock. With the engine running
and with the hydraulic circuit fully charged, acti-
vate each circuit individually. If any application or
release of any brake circuit appears sluggish or
4. The keyswitch is a three position (Off, Run, Start) improper, or if warning alarms are activated on
switch. When switch is rotated one position clock- application or release, shut the engine down and
wise, it is in the “Run” position and all electrical notify maintenance personnel. Do not operate
circuits (except “Start”) are activated. truck until brake circuit in question is fully opera-
a. Turn keyswitch to “Run” (not “Start”) position. tional.
b. With Selector Switch in “Neutral”, rotate 3. Check gauges, warning lights and instruments
keyswitch fully clockwise to “Start” position, before moving the truck to insure proper system
and HOLD this position until engine starts (see operation and proper instrument functioning.
NOTE below). “Start” position is spring-loaded Give special attention to braking and steering
to return to “Run” when key is released. circuit hydraulic warning lights. If warning lights
c. After engine has started, place REST switch in come on, shut down the engine immediately and
“Off” position (de-activate the “REST” mode of determine the cause.
operation). 4. Insure headlights, worklights and taillights are in
Refer to discussion of REST SWITCH, in Sec- proper working order. Good visibility may prevent
tion N, Cab, “Instrument Panel & Indicator an accident. Check operation of windshield wiper.
Switches”.
5. When truck body is in dump position, do not allow
anyone beneath it unless body-up retaining pin or
NOTE: This truck is equipped with an engine prelube cable is in place.
system. With this feature, a noticeable time delay may 6. Do not use the fire extinguisher for any purpose
occur (while engine lube oil passages are being filled other than putting out a fire! If extinguisher is
and pressurized) before engine cranking will begin. discharged, report the occurrence so the used
unit can be refilled or replaced.
Cold Weather Starting 7. Do not allow unauthorized personnel to ride in the

truck. Do not allow anyone to ride on the ladder
• Do not crank an electric starter for more than of the truck.
30 seconds.
8. Do not leave truck unattended while engine is
• Allow two minutes for cooling before attempt- running. Shut down engine and apply park brake
ing to start engine again. before getting out of cab.
Severe damage to starter motor can result
from overheating.

MACHINE OPERATION SAFETY 7. Check parking brake periodically during shift. Use
PRECAUTIONS parking brake ONLY for parking. Do not use park
brake for loading / dumping.
After the truck engine is started and all systems are Do not attempt to apply parking brake while truck
functioning properly, the operator must follow all local is moving!
safety rules to insure safe machine operation.
If any of the red warning lights come “On” or if any Do not use “Brake Lock” or “Emergency Brake” (if
gauge reads in the red area during truck operation, equipped) for parking.
a malfunction is indicated. Stop truck as soon as With engine stopped, hydraulic pressure will bleed
safety permits, shut down engine if problem indi- down, allowing brakes to release!
cates and have problem corrected before resum-
ing truck operation.
8. Check brake lock performance periodically for
safe loading and dump operation.
9. Proceed slowly on rough terrain to avoid deep ruts
or large obstacles. Avoid traveling close to soft
Truck is equipped with “Slip/Slide” control. If this edges and the edge of fill area.
function should become inoperative, operating
10. Truck operation requires concentrated effort by
truck with stalled or free spinning wheel motors
the driver. Avoid distractions of any kind while
may cause serious damage to wheel motors! If
operating the truck.
truck does not begin to move within 10 seconds
after depressing throttle pedal (Selector Switch in
a drive position), release throttle pedal and allow MACHINE OPERATION ON THE HAUL
wheels to regain traction before accelerating en- ROAD
gine again.
1. Always stay alert! If unfamiliar with the road, drive
with extreme caution.
Cab doors should remain closed at all times if
1. Always look to the rear before backing the truck.
truck is in motion or unattended.
Watch for and obey ground spotter’s hand signals
before making any reverse movements. Sound 2. Obey all road signs. Operate truck so it is under
the warning horn (3 blasts). Spotter should have control at all times. Govern truck speed by the
a clear view of the total area at the rear of the road conditions, weather and visibility. Report
truck. haul road conditions immediately. Muddy or icy
roads, pot holes or other obstructions can present
2. Operate the truck only while properly seated with
hazards.
seat belt fastened. Keep hands and feet inside
the cab compartment while truck is in operation. 3. Initial propulsion with a loaded truck should begin
from a level surface whenever possible, but when
3. Check gauges and instruments frequently during
there are circumstances where starting on a hill
operation for proper readings.
or grade cannot be avoided, refer to the “START-
4. Observe all regulations pertaining to the job site’s ING ON A GRADE WITH A LOADED TRUCK”
traffic pattern. Be alert to any unusual traffic pat- procedure.
tern. Obey the spotter’s signals.
4. When backing the truck, give back-up signal
5. Match the truck speed to haul road conditions and (three blasts on the horn); when starting forward,
slow the truck in any congested area. Keep a firm two blasts on the horn. These signals must be
grip on steering wheel at all times. given each time the truck is moved forward or
backward.
6. Do not allow engine to run at “Idle” for extended
periods of time. 5. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.

6. Maintain a safe distance when following another Dynamic Retarding is available in “Neutral” only when
vehicle. Never approach another vehicle from the truck speed is above 3 mph (4.8 kph).
rear, in the same lane, closer than 50 ft. (15 m).
When dynamic retarding is in operation, the engine
When driving on a down grade, this distance
RPM will automatically go to an advance RPM retard
should not be less than 100 ft. (30 m).
speed setting (usually 900 - 1000 RPM*).
7. Do not stop or park on a haul road unless unavoid-
* NOTE: The exact engine speed in retarding may vary
able. If you must stop, move truck to a safe place,
due to the temperature of certain components; this is
apply parking brake, and shut down engine be-
controlled by the Propulsion System Controller.
fore leaving cab. Block wheels securely and notify
maintenance personnel for assistance. Dynamic retarding will be applied automatically, if the
speed of the truck obtains the maximum truck speed
8. Before starting up or down a grade, maintain a
of 40 MPH (64 KPH). Any application of the Dynamic
speed that will insure safe driving and provide
retarding system (automatic, retarder lever, or foot
effective retarding under all conditions (refer to
pedal) will cause an indicator light to illuminate in the
“DYNAMIC RETARDING OPERATION”). The
overhead display panel.
Grade/Speed Chart in the operator’s cab should
always be referenced to determine MAXIMUM
DYNAMIC RETARDER CONTROL LEVER
safe truck speeds for descending various grades
with a loaded truck. The Dynamic Retarder Control Lever mounted on the
right side of the steering column can be used to
9. When operating truck in darkness, or when visi-
modulate retarding effort. The lever will command the
bility is poor, do not move truck unless all head-
full range of retarding and will remain at a fixed position
lights, clearance lights, and tail lights are on. Do
when released.
not back truck if back-up horn or lights are inop-
erative. Always dim headlights when meeting a. When the lever is rotated to full “Up” (counter-
oncoming vehicles. clockwise) position, it is in the “Off/No Retard”
position.
10. If the “Emergency Steering” light and/or “Low
Brake Pressure Warning” light (if equipped) illu- b. When the lever is rotated to full “Down” (clock-
minate during operation, steer the truck immedi- wise) position, it is in the full “On/Retard” position.
ately to a safe stopping area, away from other
traffic if possible. Refer to item 7 above.
c. For long downhill hauls, the lever may be posi-
11. Check tires for proper inflation periodically during tioned to provide a desired retarding effort, and it
shift. If truck has been run on a “flat”, or under-in- will remain where it is positioned.
flated tire, it must not be parked in a building
NOTE: The Retarder Control Lever must be ro-
until the tire cools.
tated back to the “Off” position before the truck
will resume the PROPEL mode of operation.
DYNAMIC RETARDING OPERATION The lever and foot-operated Retarder/Service Brake

pedal can be used simultaneously or independently.
Dynamic Retarding is a braking torque (not a brake) The Propulsion System Controller (PSC) will deter-
produced through electrical generation by the wheel- mine which device is requesting the most retarding
motors when the truck motion (momentum) is the effort and apply that amount.
propelling force. For normal truck operation, Dynamic
Retarding should be used to slow and control the DYNAMIC RETARDER/SERVICE BRAKE PEDAL
speed of the truck.
The Dynamic Retarder/Service Brake Pedal is a sin-
Dynamic Retarding is available in “Forward/Reverse” gle, foot-operated pedal which controls both retarding
at all truck speeds above 0 mph/kph; however, as the and service brake functions. The first portion of pedal
truck speed slows below 3 mph (4.8 kph), the available travel commands retarding effort through a rotary po-
retarding force may not be effective. Use the service tentiometer. The second portion of pedal travel modu-
brakes to bring the truck to a COMPLETE stop. lates service brake pressure directly through a
Dynamic Retarding will NOT hold a stationary truck on hydraulic valve. Thus, the operator must first apply,
an incline; use the Parking Brake or Wheel Lock brake and maintain, full dynamic retarding in order to apply
for this purpose.

the service brakes. Releasing the pedal returns the PASSING
brake and retarder to the “off” position.
1. Do not pass another truck on a hill or blind curve!
When the pedal is partially depressed, the dynamic
retarding is actuated. As the pedal is further depressed 2. Before passing, make sure the road ahead is
to where dynamic retarding is fully applied; the service clear. If a disabled truck is blocking your lane,
brakes (while maintaining full retarding) are then actu- slow down and pass with extreme caution.
ated through a hydraulic valve, which modulates pres- 3. Use only the areas designated for passing.
sure to the service brakes. Completely depressing
the pedal causes full application of both dynamic
retarding AND the service brakes. An indicator light
LOADING
in the overhead panel will illuminate, and an increase
in pedal resistance, will be felt when the the Service 1. Pull into the loading area with caution. Remain at
Brakes are applied. a safe distance while truck ahead is being loaded.
For normal truck operation, Dynamic Retarding (lever 2. Do not drive over unprotected power cables.
or foot-operated pedal) should be used to slow and
3. When approaching or leaving a loading area,
control the speed of the truck.
watch out for other vehicles and for personnel
Service brakes should be applied only when dynamic working in the area.
retarding requires additional braking force to slow the
4. When pulling in under a loader or shovel, follow
truck speed quickly, or when bringing the truck to a
“Spotter” or “Shovel Operator” signals. The truck
COMPLETE stop.
operator may speed up loading operations by
observing the location and loading cycle of the
truck being loaded ahead, then follow a similar
STARTING ON A GRADE WITH A pattern.
LOADED TRUCK 5. When being loaded, operator should stay in truck
cab with engine running.
Initial propulsion with a loaded truck should begin from
Place Selector Switch in “Neutral” and apply
a level surface whenever possible, but when there are
Wheel Brake Lock.
circumstances where the starting on a hill or grade
cannot be avoided, use the following procedure: 6. When loaded, pull away from shovel as quickly as
possible but with extreme caution.
1. Fully depress the foot-operated retarder/service
brake pedal (do NOT use retarder lever) to hold
the truck on the grade. With service brakes fully
applied, move the selector switch to a drive posi- DUMPING
tion (Forward/Reverse) and increase engine 1. Pull into dump area with extreme caution. Make
RPM with throttle pedal. sure area is clear of persons and obstructions,
2. As engine RPM approaches maximum, and op- including overhead utility lines. Obey signals di-
erator senses propulsion effort working against rected by the spotter, if present.
the brakes, release the brakes and let truck move- Avoid unstable areas. Stay a safe distance from
ment start. Be sure to completely release the edge of dump area.
foot-operated retarder/service brake pedal. As Position truck on a solid, level surface before
truck speed increases above 3-5 MPH (5-8 KPH) dumping.
the Propulsion System Control (PSC)will drop
propulsion, if the retarder is still applied.
Releasing and reapplying dynamic retarding dur-
ing a hill start operation will result in loss of
propulsion.
As body raises, the truck Center of Gravity (CG)
will move. Truck must be on level surface to pre-
vent tipping / rolling!

2. Carefully maneuver truck into dump position. 6. Reduce engine RPM as last stage of hoist cylinder
When backing truck into dump position, use only begins to extend and let engine go to low idle as
the foot-operated brake pedal to stop and hold last stage reaches half-extension.
truck; DO NOT rely on Wheel Brake Lock to stop
7. Release hoist lever as last stage of hoist cylinder
truck; this control is unmodulated and applies
reaches full extension.
REAR SERVICE BRAKES ONLY.
8. After material being dumped clears body, lower
3. When truck is stopped and in dump position, apply
body to frame.
Wheel Brake Lock and move the Selector Switch
to the “Neutral” position.
To Raise dump body:

To Lower Body
(When dumping over a berm or into a crusher):
9. Move hoist lever forward to “down” position and
release. Releasing the lever places hoist control
The dumping of very large rocks (10% of payload, valve in the “float” position allowing the body to
or greater) or sticky material (loads that do not flow return to frame.
freely from the body) may allow the material to NOTE: If dumped material builds
move too fast and cause the body to move RAP- up at the rear of the body and the
IDLY and SUDDENLY. This sudden movement may body cannot be lowered, perform
jolt the truck violently and cause possible injury to steps "a" & "b" below:
the operator, and/or damage to the hoist cylinders,
a. Move hoist lever back to the
frame, and/or body hinge pins. If it is necessary to
"hoist" position to fully raise
dump this kind of material, refer to the WARNING
the dump body. Then re-
in the following procedure:
lease the hoist lever so it returns to the "hold"
position.
NOTE: DO NOT drive forward if the tail of body will not
4. Pull the lever to
clear the crusher wall in the fully raised position.
the rear to actu-
ate hoist circuit. b. Shift Selector Switch to “Forward”, release
(Releasing the Brake Lock, depress Override button and drive
lever anywhere forward to clear the material. Stop, shift Selec-
during “hoist up” tor Switch to “Neutral”, apply Brake Lock and
wi ll place the lower body again.
body in “hold” at NOTE: Failure to "hoist" the body after making an
that position.) 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.
5. Raise engine RPM to accelerate hoist speed.
Refer to the WARNING below.
CAUTION! The truck is not to be moved with the

If dumping very large rocks or sticky material as dump body raised except for emergency moves
described in WARNING above, slowly accelerate only. Failure to lower body before moving truck
engine RPM to raise body. When the material starts may cause damage to hoist cylinders, frame
to move, release hoist lever to “HOLD” position. If and/or body hinge pins.
material does not continue moving and clear body,
repeat this procedure until material has cleared
body.

To Lower Body TOWING
(When dumping on flat ground):
Prior to towing a truck, many factors must be carefully
It is very likely when dumping on flat ground that the considered. Serious personal injury and/or significant
dumped material will build up enough to prevent the property damage may result if important safety prac-
body from lowering. In this case, the truck will have to tices, procedures and preparation for moving heavy
be driven forward a short distance (just enough to clear equipment are not observed.
the material) before the body can be lowered. Do not tow the truck any faster than 5 MPH (8 kph).
Attachments for towing the 930E are available from the
a. Shift Selector Switch to “Forward”, release Komatsu Distributor Parts Department as follows:
Brake Lock, depress Override button and drive
just far enough forward for body to clear mate- Front Bumper Modification Kit - MK3941: This kit
rial. Stop, shift Selector Switch to “Neutral”, contains the parts necessary to modify the front
apply Brake Lock. bumper for installation of towing bosses. One MK3941
b. Move hoist lever forward to “down” position and kit is required for each truck in the fleet.
release. Releasing the lever places hoist con- Tow Adaptor Structure - MK3945: This structure
trol valve in the “float” position allowing the must be ordered (or designed) to mate with the in-
body to return to frame. tended towing vehicle and is intended for towing an
unloaded vehicle only.
NOTE: If dumped material builds

up at the rear of the body and the A disabled machine may be towed after the following
body cannot be lowered, then per- MINIMUM precautions have been taken.
form steps "c" and "d" below: 1. Shut down engine.
2. If truck is equipped, install hydraulic connections
for steering and dumping between towing and
c. Move hoist lever back to the "hoist" position to towed vehicles. Check towed vehicle for braking
fully raise the dump body. Then release the system.
hoist lever so it returns to the "hold" position. 3. Inspect tow bar for adequacy (approximately 1.5
d. Shift Selector Switch to “Forward”, release times the gross vehicle weight of truck being
Brake Lock, depress Override button and drive towed).
forward to clear the material. Stop, shift Selec-
tor Switch to “Neutral”, apply Brake Lock and 4. Determine that towing vehicle has adequate ca-
lower body again. pacity to both move and stop the towed truck
under all conditions.
NOTE: Failure to "hoist" the body after making an
unsuccessful attempt at lowering the body may result 5. Protect both operators in the event of tow bar
in the dump body suddenly lowering after the truck failure.
6. Block disabled truck to prevent movement while
attaching tow bar.
7. Release disabled truck brakes and remove block-
ing.
has pulled ahead of the material that was previously
preventing the body from lowering. 8. Sudden movement may cause tow bar failure.
Smooth and gradual truck movement is preferred.
CAUTION! The truck is not to be moved with the
dump body raised except for emergency moves 9. Minimize tow angle at all times - NEVER EXCEED
only. Failure to lower body before moving truck 30o. The towed truck must be steered in the
may cause damage to hoist cylinders, frame direction of the tow bar.
and/or body hinge pins.
10. With body returned to frame, move Selector
Switch to “Forward”, release Brake Lock, and
leave dump area carefully.

SAFE PARKING PROCEDURES 3. With engine cooled down, turn keyswitch counter-
clockwise to “Off” position for normal shutdown
The operator must continue the use of safety precau- of engine.
tions when preparing for parking and engine shut-
down. If engine does not shutdown with keyswitch, use
Engine Shutdown Switch on operator cab center
In the event that the equipment is being worked in console, and hold this switch down until engine
consecutive shifts, any questionable truck perform- stops.
ance the operator may have noticed must be checked
by maintenance personnel before the truck is released 4. With keyswitch “Off”, and engine stopped, wait at
to another operator. least 90 seconds. Insure steering circuit is com-
1. The truck should be parked on level ground, if at and forth several times. No front wheel movement
all possible. If parking must be done on a grade, will occur when hydraulic pressure is relieved. If
the truck should be positioned at right angles to the vehicle continues to steer after shutdown,
the grade. notify maintenance personnel.
2. The parking brake must be applied and/or chocks 5. Verify all LINK VOLTAGE lights are OFF (one on
placed fore/aft of wheels so that the truck cannot back interior wall of operator cab, two on electrical
roll. Each truck should be parked at a reasonable cabinet, on deck), and notify maintenance per-
distance from another. sonnel if remains illuminated longer than five
3. Haul roads are not safe parking areas. In an minutes after the engine is shut down.
emergency, pick the safest spot most visible to 6. Close and lock all windows, remove key from
other machines in the area. If the truck becomes keyswitch and lock cab to prevent possible un-
disabled where traffic is heavy, mark the truck authorized truck operation. Dismount truck prop-
with warning flags in daylight or flares at night. erly. Put wheel chocks in place.
DELAYED ENGINE SHUTDOWN

NORMAL ENGINE SHUTDOWN PROCEDURE
PROCEDURE 1. Stop the truck out of the way of other traffic on a
The following procedure should be followed at each level surface and free of overhead power lines or
engine shutdown. other obstructions (in case dump body should
need to be raised).
1. Stop the truck out of the way of other traffic on a
a. Reduce engine speed to low idle.
level surface and free of overhead power lines or
other obstructions (in case dump body should b. Place the directional Selector Switch in “Neu-
need to be raised). tral”.
a. Reduce engine speed to idle. c. Apply the Parking Brake switch. Be sure the
“Parking Brake Applied” indicator light in the
b. Place the directional Selector Switch in “Neu-
overhead display panel is illuminated.
tral”.
c. Apply the Parking Brake switch. Be sure the 2. Place REST switch in “On” position to put AC
“Parking Brake Applied” indicator light in the Drive System in “REST” mode of operation.
overhead display panel is illuminated. Be sure the “REST” indicator light in the overhead
d. Allow engine to cool gradually by running at low
idle for 3 to 5 minutes, or if preferred, activate 3. Refer to INSTRUMENT PANEL AND INDICA-
the 5 minute shutdown delay timer as de- TOR LIGHTS section for location on instrument
scribed on the following page. panel of the Engine Shutdown Switch with 5
Minute Idle Timer Delay. This is a 3-position
2. Place REST switch in “On” position to put AC
rocker-type switch (Off-On-Momentary).
Drive System in “REST” mode of operation. Be
sure the “REST” indicator light in the overhead

a. Press top of switch to
the “On” (center posi-
tion), then press firmly
to the “Momentary” (up-
per position) and hold
briefly to activate the 5
M i n u t e I d l e Ti me r
(switch is spring-loaded
to return to “On” posi-
tion when released). At the same time, while
holding the the “momentary” switch position,
turn the keyswitch counterclockwise to the
OFF position.
When the engine stops after the 5 minute idle
period, the hydraulic bleeddown timer will be
activated and turn off the 24 VDC electrical
circuits controlled by the keyswitch. The en-
gine will not shutdown if the keyswitch is
not turned OFF using this procedure.
b. When the Engine Shut-
down Timer has been
activated, the Timer De-
lay indicator light in the
overhead display panel
will illuminate to indicate
that the shutdown timing
s equence has been
started. The engine will continue to run at Idle
RPM for approximately 5 minutes to allow for
proper engine cool-down before stopping.
NOTE: To cancel the 5 Minute Idle Timer sequence,

press Timer Delay Shutdown switch to the “Off” (lower)
position.
• If keyswitch is in “Off” position, engine will stop.
• If keyswitch is in “On” position, engine will
continue to run.

NOTES:

WARNINGS AND CAUTIONS
The following pages give an explanation of the Warn- A plate attached to the right rear corner of the cab
ing, Caution, and Service Instruction plates and decals states the Rollover Protective Structure and Falling
attached to the truck. The plates and decals listed here Object Protective Structure meets various SAE per-
are typical of this truck model, but because of customer formance requirements.
options, individual trucks may have plates and decals
that are different from those shown here.
The plates and decals must be kept clean and legible.
If any decal or plate becomes unable to be read or
damaged, it should be replaced with a new one.
A warning decal surrounds the key switch located to

the right of the steering column on the instrument
panel. The warning stresses the importance of reading
the operator’s manual before operation.
! WARNING ! Do not make modifications to this
structure, or attempt to repair damage without
written approval from the Manufacturer.
Unauthorized repairs will void certification.
A warning instruction is applied below the Parking
Brake and the Rear Wheel Brake Lock switches, which
are located to the right of the steering column on the
instrument panel. Pushing the top of the rocker-style
A Grade/Speed plate is located on the left front post of switch turns the function ON, pushing the bottom, turns
the operator’s cab and provides the recommended it OFF.
MAXIMUM speeds to be used when descending vari-
ous grades with a loaded truck.
Always refer to the decal in operator’s cab. This decal
may change with OPTIONAL truck equipment such as:
wheelmotor drive train ratios, retarder grids, tires, etc.
The Parking Brake is spring applied and

hydraulically released. It is designed to hold
a stationary truck when the engine is shut-
down and keyswitch is turned “Off”. The truck must be
completely stopped before applying the parking brake,
or damage may occur to parking brake.
To apply the parking brake, press the rocker switch
toward the “On” symbol. To release the parking brake,
press the rocker switch toward the “Off”symbol. When
the keyswitch is “On” and Parking Brake switch is
applied, the Parking Brake indicator light (A3, Over-
head Panel) will be illuminated.
NOTE: Do not use the parking brake at shovel or
dump. With keyswitch “on” and engine running, sud-
den shock caused by loading or dumping could cause
the system’s motion sensor to RELEASE the park
brake.
A04033 Warnings and Cautions A4-1

The Wheel Brake Lock switch is for holding These decals are placed above the battery disconnect
the truck while parked at the shovel during switches on the right side of the front bumper to
loading, or while dumping. It applies the rear indicate “Off” and “On” positions of the switches.
service brakes only. If the brake treadle valve does
not operate, apply this brake to stop the truck. Do NOT
use this brake as a parking brake when leaving the
truck. With engine shut down, the hydraulic system will
eventually bleed down, releasing the service brakes.
Attached to the exterior of both battery compartments

is a danger plate. This plate stresses the need to keep
from making any sparks near the battery. When an- A warning plate is mounted on top of the radiator surge
other battery or 24VDC power source is used for tank cover near the radiator cap.
auxiliary power, all switches must be “Off” prior to The engine cooling system is pressurized. Always
making any connections. When connecting auxiliary turn the key switch off and allow the engine to cool
power cables, positively maintain correct polarity; con- before removing radiator cap. Unless the pressure
nect the positive (+) posts together and then connect is first released, removing the radiator cap after the
the negative (-) lead of the auxiliary power cable to a engine has been running for a time will result in the hot
good frame ground. Do not connect to the negative coolant being expelled from the radiator.
posts of the truck battery or near the battery box. Serious scalding and burning can result.
This hookup completes the circuit but minimizes dan-
ger of sparks near the batteries.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Get proper medical
help immediately, if required.
Warning plates are mounted on the frame in front of,

and to the rear, of both front tires. All personnel are
warned that the clearances change when the truck is
steered and could cause serious injury.
This plate is placed on both battery boxes and near the

battery disconnect switches to indicate that the battery
system (24VDC) is a NEGATIVE (-) GROUND system.
A4-2 Warnings and Cautions A04033

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

each frame rail to alert technicians to read the warning
labels attached to the side of each of the accumulators
(see below) prior to releasing internal nitrogen pres- The plate contains instructions for releasing internal
sure or disconnecting any hydraulic lines or hardware. pressure before disconnecting any hardware.
There are similar decals mounted on top of each of the
accumulators (both steering and brake) with the same Serious injury can occur if these directions are not
DANGER message. followed.
A plate on the side of the hydraulic tank furnishes

instructions for filling the hydraulic tank.
Keep the system open to the atmosphere only as long
as absolutely necessary to lessen chances of system
contamination. Service the tank with clean Type C-4
hydraulic oil. All oil being put into the hydraulic tank
should be filtered through 3 micron filters.

A CAUTION decal is attached below the hydraulic tank A wheel motor oil level decal is attached to the gear
oil level sight gauge. Check level with body down, cover on both electric wheel motors. This decal
engine stopped, and key switch “Off”. Add oil per filling stresses the fact that the truck must be on a level
instructions, if oil level is below top of sight glass. surface and parked for 20 minutes prior to checking
the oil level. This is necessary in order to get an
accurate reading.
A decal plate is located on the frame near the left hoist

cylinder which provides the operator or technician with
the hook-up procedure for dumping a loaded, disabled
truck, by using a functional truck for hydraulic power.
A warning plate is attached to the hydraulic tank to Refer to the Section “L” for additional instructions for
inform technicians that high pressure hydraulic oil is using this procedure.
present during operation. When it is necessary to open
the hydraulic system, be sure engine is stopped and
key switch is “Off” to bleed down hydraulic pressure.

There is always a chance of residual pressure being Warning decals are applied to both brake accumula-
present. Open fittings slowly to allow all pressure to tors located inside the brake system cabinet behind
bleed off before removing any connections. the operator cab. These decals remind servicing tech-
nicians to be sure to close the accumulator drain
valves after they have been opened to bleed brake
pressure. It further warns not to over-tighten the drain
valves to prevent damage to the valve seat(s).
Any operating fluid, such as hydraulic oil, escap-
ing under pressure can have sufficient force to
enter a person’s body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
with this injury is not received immediately.

This CAUTION decal is placed near the battery discon- A CAUTION decal is also attached to the door of the
nect switches on the right side of the front bumper to rear hatch cover to alert personnel that HOT EX-
alert servicing technicians that before doing any weld- HAUST AIR is present and may cause injury.
ing on the truck, always disconnect the battery charg-
ing alternator lead wire and isolate electronic control
components before making welding repairs.
This CAUTION decal is also placed around the Retard-

ing Grid Cabinet.
These WARNING plates are mounted on all of the AC

DRIVE CONTROL housings and cabinets.
In addition, always disconnect the positive and nega- HIGH VOLTAGE may be present, with or without,
tive battery cables of the vehicle. Failure to do so may the engine running!
seriously damage the battery and electrical equip-
Only authorized personnel should access these cabi-
ment.
nets.
Always fasten the welding machine ground (-) lead to
the piece being welded; grounding clamp MUST BE
ATTACHED AS NEAR AS POSSIBLE to the weld
area. Never allow welding current to pass through ball
bearings, roller bearings, suspensions, or hydraulic
cylinders. Always avoid laying welding cables over or
near the vehicle electrical harnesses. Welding voltage
could be induced into the electrical harness and pos-
sibly cause damage to components.
A High Voltage Danger Plate is attached to the door of

the rear hatch cover. HIGH VOLTAGE may be present!
Only authorized personnel should access this rear

housing.

This CAUTION decal is placed on the back of the This decal is placed near three different indicator
control cabinet to alert service technicians that this lights:
area contains capacitors and must not be disturbed in
any manner.
• In the operator cab, on the D.I.D. panel on the rear

wall.
• On the front of the control box which is mounted
on the right side of the main control cabinet.
• On the outside of the left control cabinet wall that
faces the right side of the operator cab. (See also
Information decal above.)
When any of these indicator lights are ON,
High Voltage is present throughout the pro-
pulsion and retarding system. Extreme care
should be exercised!
This decal is placed on the ground level engine shut-

This INFORMATION decal is placed on the outside of
down switch which is mounted on the left side of the
the door panel on the control cabinet wall that faces
front bumper structure. It specifies that this switch is
the right side of the operator cab.
for emergency shutdown only.

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

A product identification plate is located on the
main frame in front of the right side front wheel
and shows the Truck Model Number, Maximum
G.V.W. and Product Identification Number
(Truck Serial Number).
The Product Identification Number (Truck Se-
rial Number) contains information which will
identify the original manufacturing bill of mate-
rial for this unit.
The complete truck serial number will be re-
quired for the proper ordering of many service
parts and/or warranty consideration.
The Lubrication Chart is mounted on the right hand side of the radiator grille structure.
Refer to the “Lubrication and Service” section in this manual for more complete lubrication instructions.

STANDARD CHARTS AND TABLES
This manual provides dual dimensioning for most EFFECT OF SPECIAL LUBRICANTS
specifications. U.S. standard units are specified first, On Fasteners And Standard Torque Values
with metric (SI) units in parentheses. References
Haulpak Division does NOT recommend the use of
throughout the manual to standard torques or other
special “friction-reducing” lubricants such as, “Copper
standard values will be to one of the following Charts
Coat”, “Never Seize”, and other similar products on the
or Tables. For values not shown in any of the charts or
threads of standard fasteners where “standard torque”
tables, standard conversion factors for most com-
values are applied.
monly used measurements are provided in TABLE
XIII, page A5-6. The use of special “friction-reducing” lubricants will
INDEX OF TABLES significantly alter the clamping force being applied to
TABLE I . . . . Standard Torque Chart (SAE) A5-1 fasteners during the tightening process. If special “fric-
tion-reducing” lubricants are used with the “Standard
TABLE II Standard Torque, 12-Point, Grade 9 A5-2 Torque” values listed below in Table I (and most
TABLE III . Standard Metric Assembly Torque A5-2 Haulpak service manuals), excessive stress and pos-
sible breakage of the fasteners may result.
TABLE IV . . . . JIC Swivel Nuts Torque Chart A5-3
TABLE V . . . . . . . Pipe Thread Torque Chart A5-3 Where Torque Tables specify “Lubricated Threads” for
the Standard Torque values listed, these standard
TABLE VI . . . . . . . O-Ring Boss Torque Chart A5-3 torque values are to be used with simple lithium
TABLE VII . . . O-Ring Face Seal Torque Chart A5-3 base chassis grease (multi-purpose EP NLGI) or a
rust- preventive grease (see list, page A5-2) on the
TABLEVIII . Torque Conversions (ft.lbs – N.m) A5-4
threads and seats, unless specified otherwise.
TABLE IX . Torque Conversions (ft.lbs – kg.m) A5-4
NOTE: Always be sure threads of fasteners and
TABLE X . Pressure Conversions (psi – kPa) A5-4 tapped holes are free of burrs or other imperfections
TABLE XI . Pressure Conversions (psi – MPa) A5-4 before assembling.
TABLE XII . . . . . . . Temperature Conversions A5-5 Standard Torque values are not to be used when
TABLEXIII . . . Common Conversion Multipliers A5-6 “Turn-of-the-Nut” tightening procedures are rec-
ommended.
TABLE I
STANDARD TORQUE CHART
SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS)
TOLERANCES ±10%
GRADE 5 GRADE 8
CAP- TORQUE – GRADE 5 TORQUE – GRADE 8 TORQUE – GRADE 5 TORQUE – GRADE 8
CAPSCREW
SCREW
THREAD
THREAD ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m
SIZE
SIZE
1/4–20 7 0.97 9.5 10 1.38 13.6 3/4–16 235 32.5 319 335 46.3 454
1/4–28 8 1.11 10.8 11 1.52 14.9 7/8–9 350 48.4 475 500 69.2 678
5/16–18 15 2.07 20.3 21 2.90 28 7/8–14 375 51.9 508 530 73.3 719
5/16–24 16 2.21 22 22 3.04 30 1.0–8 525 72.6 712 750 103.7 1017
3/8–16 25 3.46 34 35 4.84 47 1.0–12 560 77.4 759 790 109.3 1071
3/8–24 30 4.15 41 40 5.5 54 1.0–14 570 78.8 773 800 110.6 1085
7/16–14 40 5.5 54 58 8.0 79 1 1/8–7 650 89.9 881 1050 145 1424
7/16–20 45 6.2 61 62 8.57 84 1 1/8–12 700 96.8 949 1140 158 1546
1/2–13 65 9 88 90 12.4 122 1 1/4–7 910 125.9 1234 1480 205 2007
1/2–20 70 9.7 95 95 13.1 129 1 1/4–12 975 134.8 1322 1580 219 2142
9/16–12 90 12.4 122 125 17.3 169 1 3/8–6 1200 166 1627 1940 268 2630
9/16–18 95 13.1 129 135 18.7 183 1 3/8–12 1310 181 1776 2120 293 2874
5/8–11 125 17.3 169 175 24.2 237 1 1/2–6 1580 219 2142 2560 354 3471
5/8–18 135 18.7 183 190 26.2 258 1 1/2–12 1700 235 2305 2770 383 3756
3/4–10 220 30.4 298 310 42.8 420
1 ft. lbs. = 0.138 kg.m = 1.356 N.m
A05001 03/01 Standard Torque Charts and Tables A5-1

Standard Assembly Torques For Standard Metric Assembly Torque For
12-Point, Grade 9, Capscrews (SAE) Class 10.9 Capscrews & Class 10 Nuts
The following specifications appy to required assembly The following specifications appy to required assembly
torques for all 12-Point, Grade 9 (170,000 psi minimum torques for all meteric Class 10.9 finished hexagon
tensile), Capscrews. head capscrews and Class 10 nuts.
• Capscrew threads and seats SHALL be lubricated • Capscrews threads and seats SHALL NOT be
when assembled. lubricated when assembled. These specifications
are based on all capscrews, nuts, and hardened
Unless instructions specifically recommend oth- washers being phosphate and oil coated.
erwise, these standard torque values are to be NOTE: If zinc-plated hardware is used, each
used with simple lithium base chassis grease piece must be lubricated with a Rust Preventive
(multi-purpose EP NLGI) or a rust- preventive Grease or Lithium-base grease to achieve the
grease (see list, this page) on the threads. same clamping forces provided below.
• Torques are calculated to give a clamping force of
• Torques are calculated to give a clamping force of approximately 75% of proof load.
approximately 75% of proof load.
• The maximum torque tolerance shall be within
• The maximum torque tolerance shall be ±10% of ±10% of the torque value shown.
the torque value shown.
TABLE III - STANDARD METRIC ASSEMBLY TORQUE
TABLE II - STANDARD ASSEMBLY TORQUE CAPSCREW TORQUE TORQUE TORQUE
for 12-Point, Grade 9, Capscrews SIZE* N.m ft. lbs. kg.m
CAPSCREW TORQUE TORQUE TORQUE M6x1 12 9 1.22
SIZE* ft. lbs. N.m kg.m M 8 x 1.25 30 22 3.06
0.250 - 20 12 16 1.7 M10 x 1.5 55 40 5.61
0.312 - 18 24 33 3.3 M12 x 1.75 95 70 9.69
0.375 - 16 42 57 5.8 M14 x 2 155 114 15.81
0.438 - 14 70 95 9.7 M16 x 2 240 177 24.48
0.500 - 13 105 142 14.5 M20 x2.5 465 343 47.43
0.562 - 12 150 203 20.7 M24 x 3 800 590 81.6
0.625 - 11 205 278 28.3 M30 x 3.5 1600 1180 163.2
0.750 - 10 360 488 49.7 M36 x 4 2750 2028 280.5
0.875 - 9 575 780 79.4 * Shank Diameter (mm) x Threads per mm.
1.000 - 8 860 1166 119 This Table represents standard values only.
1.000 - 12 915 1240 126 Do not use these values to replace torque values which are
1.125 - 7 1230 1670 170 specified in assembly instructions.
1.125 - 12 1330 1800 184
1.250 - 7 1715 2325 237 SUGGESTED* SOURCES FOR
1.250 - 12 1840 2495 254
1.375 - 6 2270 3080 313
RUST PREVENTIVE GREASE:
1.375 - 12 2475 3355 342 • AMERICAN ANTI-RUST GREASE #3-X from
1.500 - 6 2980 4040 411 Standard Oil Company (also American Oil Co.)
1.500 - 12 3225 4375 445 • GULF NORUST #3 from Gulf Oil Company.
* Shank Diameter (in.) - Threads per in.
• MOBILARMA 355, Product No. 66705 from
This Table represents standard values only.
Do not use these values to replace torque values which are Mobil Oil Corporation.
specified in assembly instructions. • RUST BAN 326 from Humble Oil Company.
• RUSTOLENE B GREASE from
Sinclair Oil Company.
• RUST PREVENTIVE GREASE - CODE 312 from
the Southwest Grease and Oil Company.
* NOTE: This list represents the current Engineering
approved sources for use in Haulpak manufacture. It
is not exclusive. Other products may meet the same
specifications of this list.
A5-2 Standard Torque Charts and Tables A05001 03/01

TABLE IV TABLE VI
TORQUE CHART FOR JIC 37° SWIVEL NUTS TORQUE CHART FOR
WITH OR WITHOUT O-RING SEAL O-RING BOSS FITTINGS
SIZE TUBE SIZE THREADS TORQUE SIZE TUBE SIZE THREADS TORQUE
CODE (O.D.) UNF – 2B FT. LBS. CODE (O.D.) UNF – 2B FT. LBS.
–2 0.125 0.312–24 4 ±1 –2 0.125 0.312–24 4 ±2
–3 0.188 0.375–24 8 ±3 –3 0.188 0.375–24 5 ±2
–4 0.250 0.438–20 12 ±3 –4 0.250 0.438–20 8 ±3
–5 0.312 0.500–20 15 ±3 –5 0.312 0.500–20 10 ±3
–6 0.375 0.562–18 18 ±5 –6 0.375 0.562–18 13 ±3
–8 0.500 0.750–16 30 ±5 –8 0.500 0.750–16 24 ±5
– 10 0.625 0.875–14 40 ±5 – 10 0.625 0.875–14 32 ±5
– 12 0.750 1.062–12 55 ±5 – 12 0.750 1.062–12 48 ±5
– 14 0.875 1.188–12 65 ±5 – 14 0.875 1.188–12 54 ±5
– 16 1.000 1.312–12 80 ±5 – 16 1.000 1.312–12 72 ±5
– 20 1.250 1.625–12 100 ±10 – 20 1.250 1.625–12 80 ±5
– 24 1.500 1.875–12 120 ±10 – 24 1.500 1.875–12 80 ±5
– 32 2.000 2.500–12 230 ±20 – 32 2.000 2.500–12 96 ±10
TABLE V TABLE VII

TORQUE CHART FOR TORQUE CHART FOR
PIPE THREAD FITTINGS O-RING FACE SEAL FITTINGS
WITH WITHOUT SIZE TUBE SIZE THREADS TORQUE
SIZE PIPE THREAD
SEALANT SEALANT CODE (O.D.) UNF – 2B FT. LBS.
CODE SIZE
FT. LBS. FT. LBS. –4 0.250 0.438–20 11 ±1
–2 0.125–27 15 ±3 20 ±5 –6 0.375 0.562–18 18 ±2
–4 0.250–18 20 ±5 25 ±5 –8 0.500 0.750–16 35 ±4
–6 0.375–18 25 ±5 35 ±5 – 10 0.625 0.875–14 51 ±5
–8 0.500–14 35 ±5 45 ±5 – 12 0.750 1.062–12 71 ±7
– 12 0.750–14 45 ±5 55 ±5 – 16 1.000 1.312–12 98 ±6
– 16 1.000–11.50 55 ±5 65 ±5 – 20 1.250 1.625–12 132 ±7
– 20 1.250–11.50 70 ±5 80 ±5 – 24 1.500 1.875–12 165 ±15
– 24 1.500–11.50 80 ±5 95 ±10
– 32 2.000–11.50 95 ±10 120 ±10

TABLE VIII TORQUE CONVERSIONS
Foot Pounds – ft. lbs. To Newton.meters (N.m)
FT. LBS. 0 1 2 3 4 5 6 7 8 9
0 (N.m) 1.36 2.71 4.07 5.42 6.78 8.14 9.49 10.85 12.20
10 13.56 14.91 16.27 17.63 18.98 20.34 21.69 23.05 24.40 25.76
20 27.12 28.47 29.83 31.18 32.54 33.90 35.25 36.61 37.96 39.32
30 40.67 42.03 43.39 44.74 46.10 47.45 48.81 50.17 51.52 52.87
40 54.23 55.59 56.94 58.30 59.66 61.01 62.37 63.72 65.08 66.44
50 67.79 69.15 70.50 71.86 73.21 74.57 75.93 77.28 78.64 80.00
60 81.35 82.70 84.06 85.42 86.77 88.13 89.48 90.84 92.20 93.55
70 94.91 96.26 97.62 98.97 100.33 101.69 103.04 104.40 105.75 107.11
80 108.47 109.82 111.18 112.53 113.89 115.24 116.60 117.96 119.31 120.67
90 122.03 123.38 124.74 126.09 127.45 128.80 130.16 131.51 132.87 134.23
See NOTE on page A5-5
TABLE IX TORQUE CONVERSIONS

Foot Pounds – ft. lbs. To kilogram.meter (kg.m)
FT. LBS. 0 1 2 3 4 5 6 7 8 9
0 (kg.m) 0.138 0.277 0.415 0.553 0.692 0.830 0.968 1.106 1.245
10 1.38 1.52 1.66 1.80 1.94 2.07 2.21 2.35 2.49 2.63
20 2.77 2.90 3.04 3.18 3.32 3.46 3.60 3.73 3.87 4.01
30 4.15 4.29 4.43 4.56 4.70 4.84 4.98 5.12 5.26 5.39
40 5.53 5.67 5.81 5.95 6.09 6.22 6.36 6.50 6.64 6.78
50 6.92 7.05 7.19 7.33 7.47 7.61 7.74 7.88 8.02 8.16
60 8.30 8.44 8.57 8.71 8.85 8.99 9.13 9.27 9.40 9.54
70 9.68 9.82 9.96 10.10 10.23 10.37 10.51 10.65 10.79 10.93
80 11.06 11.20 11.34 11.48 11.62 11.76 11.89 12.03 12.17 12.30
90 12.45 12.59 12.72 12.86 13.00 13.14 13.28 13.42 13.55 13.69
TABLE X PRESSURE CONVERSIONS

Pounds/sq. in. [psi] To kilopascals (kPa)
Formula: psi x 6.895 = kPa
PSI 0 1 2 3 4 5 6 7 8 9
0 (kPa) 6.895 13.79 20.68 27.58 34.47 41.37 48.26 55.16 62.05
10 68.95 75.84 82.74 89.63 96.53 103.42 110.32 117.21 124.1 131.0
20 137.9 144.8 151.7 158.6 165.5 172.4 179.3 186.2 193.1 200.0
30 206.8 213.7 220.6 227.5 234.4 241.3 248.2 255.1 262.0 268.9
40 275.8 282.7 289.6 296.5 303.4 310.3 317.2 324.1 331.0 337.9
50 344.7 351.6 358.5 365.4 372.3 379.2 386.1 393.0 399.9 406.8
60 413.7 420.6 427.5 434.4 441.3 448.2 455.1 462.0 468.9 475.8
70 482.6 489.5 496.4 503.3 510.2 517.1 524.0 530.9 537.8 544.7
80 551.6 558.5 565.4 572.3 579.2 586.1 593.0 599.9 606.8 613.7
90 620.5 627.4 634.3 641.2 648.1 655.0 661.9 668.8 675.7 682.6
TABLE XI PRESSURE CONVERSIONS

Pounds/sq. in. [psi] To Megapascals (MPa)
Formula: psi x 0.0069 = MPa
PSI 0 10 20 30 40 50 60 70 80 90
0 (MPa) 0.069 0.14 0.21 0.28 0.34 0.41 0.48 0.55 0.62
100 0.69 0.76 0.83 0.90 0.97 1.03 1.10 1.17 1.24 1.31
200 1.38 1.45 1.52 1.59 1.65 1.72 1.79 1.86 1.93 2.00
300 2.07 2.14 2.21 2.28 2.34 2.41 2.48 2.55 2.62 2.69
400 2.76 2.83 2.90 2.96 3.03 3.10 3.17 3.24 3.31 3.38
500 3.45 3.52 3.59 3.65 3.72 3.79 3.86 3.93 4.00 4.07
600 4.14 4.21 4.27 4.34 4.41 4.48 4.55 4.62 4.69 4.76
700 4.83 4.90 4.96 5.03 5.10 5.17 5.24 5.31 5.38 5.45
800 5.52 5.58 5.65 5.72 5.79 5.86 5.93 6.00 6.07 6.14
900 6.21 6.27 6.34 6.41 6.48 6.55 6.62 6.69 6.76 6.83

NOTE: Tables such as Table VIII, IX, X, and XI may be used as in the following example:
Example: Convert 975 psi to kilopascals (kPa).
1. Select Table X.
2. Go to PSI row 90, column 7; read 668.8
97 psi = 668.8 kPa.
3. Multiply by 10:
970 psi = 6688 kPa.
4. Go to PSI row 0, column 5; read 34.47
5 psi = 34.47 kPa. Add to step 3.
5. 970 + 5 psi = 6688 + 34 = 6722 kPa.
975 psi = 6722 kPa.
TABLE XII TEMPERATURE CONVERSIONS

FORMULA: F° – 32 ÷ 1.8 = C° 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.

TABLE XIII –
COMMON CONVERSION MULTIPLIERS
COMMON CONVERSION MULTIPLIERS COMMON CONVERSION MULTIPLIERS

ENGLISH to METRIC METRIC to ENGLISH
TO CONVERT MULTIPLY TO CONVERT MULTIPLY
FROM TO BY FROM TO BY
inch – in. millimeter (mm) 25.40 millimeter (mm) inch – in. 0.0394
inch – in. centimeter (cm) 2.54 centimeter (cm) inch – in. 0.3937
foot – ft. meter (m) 0.3048 meter (m) foot – ft. 3.2808
yard – yd. meter (m) 0.914 meter (m) yard – yd. 1.0936
mile – mi. kilometer (km) 1.61 kilometer (km) mile – mi. 0.6210
sq. in. – in.2 sq. centimeters (cm2) 6.45 sq. centimeters (cm2) sq. in. – in.2 0.1550
sq. ft. – ft.2 sq. centimeters (cm2) 929 sq. centimeters (cm2) sq. ft. – ft.2 0.001
cu. in. – in.3 cu. centimeters (cm3) 16.39 cu. centimeters (cm3) cu. in. – in.3 0.061
cu. in. – in.3 liters (l) 0.016 liters (l) cu. in. – in.3 61.02
cu. ft. – ft.3 cu. meters (m3) 0.028 cu. meters (m ) 3
cu. ft. – ft.3 35.314
cu. ft. – ft.3 liters (l) 28.3 liters (l) cu. ft. – ft.3 0.0353
ounce – oz. kilogram (kg) 0.028 grams (g) ounce – oz. 0.0353
fluid ounce – fl. oz. milliliter (ml) 29.573 milliliter (ml) fluid ounce – fl. oz. 0.0338
pound (mass) kilogram (kg) 0.454 kilogram (kg) pound (mass) 2.2046
pound (force) – lbs. Newton (N) 4.448 Newton (N) pound (force) – lbs. 0.2248
in. lbs. (force) Newton.meters (N.m) 0.113 Newton.meters (N.m) kilogram.meters (kg.m) 0.102
ft. lbs. (force) Newton.meters (N.m) 1.356 Newton.meters (N.m) ft. lbs. (force) 0.7376
ft. lbs. (force) kilogram.meters (kg.m) 0.138 kilogram.meters (kg.m) ft. lbs. (force) 7.2329
kilogram.meters (kg.m) Newton.meters (N.m) 9.807 kilogram.meters (kg.m) Newton.meters (N.m) 9.807
psi (pressure) kilopascals (kPa) 6.895 kilopascals (kPa) psi (pressure) 0.1450
psi (pressure) megapascals (MPa) 0.007 megapascals (MPa) psi (pressure) 145.038
psi (pressure) kilograms/cm2 (kg/cm2) 0.0704 kilograms/cm2 (kg/cm2) psi (pressure) 14.2231
ton (short) kilogram (kg) 907.2 kilograms/cm2 (kg/cm2) kilopascals (kPa) 98.068
ton (short) metric ton 0.907 kilogram (kg) ton (short) 0.0011
quart – qt. liters (l) 0.946 metric ton ton (short) 1.1023
gallon – gal. liters (l) 3.785 liters (l) quart – qt. 1.0567
HP (horsepower) Watts 745.7 liters (l) gallon – gal. 0.2642
HP (horsepower) kilowatts (kW) 0.745 Watts HP (horsepower) 0.00134
kilowatts (kW) HP (horsepower) 1.3410

STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a ma- Much of this material is of a general nature since the
chine to be idle for an extended period of time. Properly environment, where the machine has been standing
prepared, a stored machine may promptly and safely idle, will play a big part in its overall condition. Hot,
be put back into operational service. Improper prepa- humid climate will affect vehicle components much
ration, or complete lack of preparation, can make the differently than the dry desert atmosphere or a cold
job of getting the vehicle back to operating status arctic environment. These climatic aspects must be
difficult. considered, and appropriate actions taken when re-
storing a long term idle vehicle.
The following information outlines the essential proper
steps for preparing a unit for extended storage, and the
necessary steps to bring it back to operational status -
These instructions are not intended to be all inclusive,
these are the ideals. Additional information is given to
but are furnished to provide the minimum guide lines.
help restore those machines which were not put into
The final aim should always be to provide the operator
storage, merely shut down and left idle for a long period
with a safe, fully productive vehicle, that he can rely on.
of time.
SHORT TERM IDLE PERIODS

There will be periods when a vehicle may be idle from 4. Check and operate all systems.
30-60 days, but must be ready for use at all times.
5. After shutdown, drain air tank (if so equipped) to
The most effective handling of this type situation is to expel any accumulated moisture.
follow the procedure given below to prevent any dete-
rioration from beginning.
1. Keep the vehicle fully serviced.
6. Once a month, perform the 10 hour service items

shown in the Operation and Maintenance Manu-
als. Keep batteries properly serviced.
2. On a weekly schedule, perform a visual check of

the vehicle, start and run the engine until it is up
to operating temperature. Move the vehicle
around the yard for a few minutes to insure that
all internal gears and bearings are freshly lubri-
cated.
3. Operate all hydraulic functions through complete
range to insure that cylinder rams and all seals are
fully lubricated.
A07003 Storage Procedures A7-1

PREPARATION FOR STORAGE
For long term idle periods, proper preparation will pay 10. New hydraulic filters should be installed and the
large dividends in time and money when future opera- hydraulic tank fully serviced with Type C-4 oil as
tion of the vehicle is scheduled. specified in Section "P", Lubrication and Service,
of the Komatsu® service manual.
1. Engine should be prepared for storage according
to instructions found in the engine manufacturer’s
manual.
2. The vehicle should be in top operating condition
with all discrepancies corrected. Paint should be
in good condition, no rust or corrosion, all ex- Any operating fluid, such as hydraulic oil, escaping
posed, machined or unpainted surfaces should under pressure can have sufficient force to enter a
be coated with a good rust preventative grease. person’s body by pentrating the skin. Serious in-
jury and possible death may result if proper medi-
3. After the vehicle has been parked in its storage
cal treatment by a physician familiar with this injury
location, all hydraulic cylinders, including Hydrair
is not received immediately.
suspensions, should be retracted as much as
possible (steering cylinders centered). Wipe the
exposed portion of all cylinder rams clean and,
coat (including seals on ends of barrel) with good
preservative grease.
4. If long term storage is anticipated, the vehicle
should be blocked up with the tires clear of the
ground or floor to remove vehicle weight from the
tires. Lower air pressure in the tires to 15-25 psi
(103-172 kPa). Completely cover the tires with
tarpolins to minimize rubber oxidation and dete-
rioration.
11. Disconnect batteries, If possible, batteries should

be removed and stored in a battery shop or a cool
dry location on wooden blocks. Do not store bat-
teries on a concrete floor. Clean battery compart-
m en t , r em o ve all c o r r o sio n and p aint
compartment with acid proof paint.
5. Clean the radiator; refer to Engine Service Manual
and the Vehicle Service Manual for the proper 12. Wheel axle housings should be fully serviced with
cleaning instructions. prescribed lubricants. Seal all vents.
6. The cooling system should be completely drained, 13. Exhaust openings and air cleaners should be cov-
chemically flushed, and refilled with a conditioned ered tightly with moisture barrier paper and sealing
water/antifreeze solution suitable for the lowest tape.
temperature anticipated.
14. All lubrication points (grease fittings) should be
Refer to Section "P", Fluid Specifications and
serviced with the prescribed lubricants.
Charts, for the proper anti-freeze and conditioner
concentrations. After refilling the system, always 15. Relieve tension from all drive belts. The engine
operate the engine until the thermostats open to manufacturer recommends insertion of heavy kraft
circulate the solution through the cooling system. paper between belts and pulleys to prevent stick-
ing.
NOTE: NEVER store a vehicle with a dry cooling sys-
tem. 16. All vandalism covers and locks should be in place
and secured.
A7-2 Storage Procedures A07003

17. If so equipped, cab windows should be closed, 19. If at all possible, to aid those who will eventually
locked and sealed and the cab door locked to place the unit back in operation, all available serv-
prevent vandalism and weather effects. ice publications (vehicle and engine) and a current
parts catalog should be packaged in a moisture
18. The vehicle fuel tank should be completely drained
proof package and placed in the vehicle cab.
of fuel, fogged with preservative lubricant, ("NOX-
RUST" MOTOR STOR., SAE10) and closed tightly. 20. Be certain water drain holes in truck body are open.
All fuel filters should be replaced.
REMOVAL FROM STORAGE

If the STORAGE preparations were conscientiously 7. Drain on fuel tank should be opened to remove
followed in placing the vehicle into storage, getting it any build up of moisture or sediment that may
back to operational status is a matter of reversing those have accumulated while in storage. Close drain
steps. then fill the fuel tank with approved diesel fuel.
NOTE: Before starting the job or restoring a vehicle to
operation, obtain copies of the Operation and Mainte-
nance Manual, Service Manual, Engine Manuals
and/or the Parts Book and follow ALL special instruc-
tions regarding servicing the vehicle and its compo- NEVER blend gasoline, gasohol and/or alcohol
nents. with diesel fuel. This practice creates an extreme
FIRE HAZARD and under certain conditions may
cause an EXPLOSION.
In addition to removing the storage materials, the fol-
lowing actions should be taken.
8. Make certain that all hydraulic controls, steering
1. Inspect the entire vehicle carefully for rust and
linkage and throttle linkage points are lubricated
corrosion, correct as necessary.
and operate freely before engine start up.
2. Service the engine according to the Engine Manu-
9. All electrical connections must be clean and tight.
facturer’s Operation and Maintenance Manual.
Check security of all ground straps and cables.
3. Clean the radiator; refer Engine Manufacturer’s
Operation and Maintenance Manual.
4. The cooling system should be completely drained,
chemically flushed, and refilled with a conditioned
water/antifreeze solution suitable for the lowest
temperature anticipated. Refer to Fluid Specifi-
cations in Section "P", Lubrication and Service, of
the Komatsu® service manual for the proper anti-
freeze and conditioner concentrations. After refill-
ing 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 evidence of damage, wear or deteriora-
tion. Replace any suspected lines. Don’t take 10. Install fully charged batteries in unit. Clean connec-
chances on ruptures or blow-outs. tors and connect battery cables. Compartment
must be free of corrosion. Secure batteries with
6. New hydraulic filters should be installed and the hold downs.
hydraulic tank (reservoir) checked and serviced
with Type C-4 oil as specified in Section "P", 11. Check all electrical cables for weathering, cracks
Lubrication and Service. and/or damage. Replace any defective cables.

Air pressure must be released from tires with bad
cuts or wear that extends into the plies, before
removal from the vehicle. Also, do not allow per-
sonnel to stand in removal path of tires.
12. Check all tires carefully for serviceability and inflate

to proper pressure.
13. If disconnected, reconnect the parking brake link-
age.
14. Completely service the vehicle as recommended
in Section "P", Lubrication and Service, for both 10
and 100 hour inspections.
17. Use the Operation and Maintenance Manual for
15. Adjust all drive belts to specified tension.
guidance on engine start and vehicle checkout.
16. Make certain that all hydraulic controls, steering Make a thorough check of all hose and line con-
linkage and throttle linkage points are free before nections for leakage when the engine is running.
engine start up.
18. Before moving the vehicle, cycle all hydraulic con-
trols and steering to verify proper operation. Verify
proper operation of service brakes, emergency
braking system and parking brake. Check ALL
system instruments to insure that all systems are
operational.
19. When all systems are operational and all discrep-
ancies are corrected, road test the vehicle in a
smooth, level, unobstructed area (with qualified,
experienced operator only) to check steering re-
sponse, service brake efficiency, and hydraulic
functions. Only when it is assured that the vehicle
is in safe operational condition should it be turned
over to an operator for production.
20. Fire protection equipment on a machine which has
been in storage should be recharged before the
machine is returned to service.

RECONDITIONING AN IDLE VEHICLE
3. Inspect tires thoroughly for tread and side wall
condition, weathering, cuts and cracks.
a. Any tire suspected of being unserviceable
should be dismounted and thoroughly in-
NEVER attempt operation of a vehicle which has spected inside and out before being inflated.
been standing idle for a long period until all sys-
tems which affect steering, brakes, engine, trans-
mission and running gear have been completely
reconditioned. An unsafe vehicle can cause seri-
ous injuries and/or major property damage - DON’T Do not mix rim parts of different rim manufacturers.
TAKE CHANCES! Rim parts may resemble those of a different manu-
facturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazardous.
At times a vehicle is subjected to long idle periods
without being properly serviced for storage - merely
shut down and left to the elements for an extended b. If tires are dismounted, all wheel components
period. Reconditioning of this vehicle can and does must be cleaned, inspected, all rust and corro-
present a major expenditure of time and money when sion removed and parts repainted as applicable
it is to be put into operating condition. before remounting the tires. Follow the safety
rules when mounting and inflating tires.
1. Remove all trash and thoroughly clean the vehicle c. Mount and inflate tires as shown in Operation
before starting any inspection or maintenance. and Maintenance Manual or service manual.
4. Inspect vehicle service brakes carefully.
Before disabling the brake circuit, block all wheels

to prevent possible movement of the vehicle.
a. All brake lines, connections must be clean,

serviced and free of rust and corrosion.
b. When system reconditioning, the service brake
hydraulic circuits should be checked out ac-
cording to instructions in Section "J", Brake
System.
2. Remove vehicle batteries and move to battery
shop for service and charging or replacement as
necessary.
Do not disassemble an inflated tire. Remove valve

core slowly, and allow pressure to bleed off, before
attempting to remove lockring. Also, eye protec-
tion should be worn during tire deflation to protect
against any foreign object being projected into the
eyes.

5. The vehicle engine should be inspected and serv- 6. If fuel was left in the tanks, it must be removed. Do
iced according to the Engine Manufacturer’s Op- not attempt to use old diesel fuel.
eration And Maintenance Manuals. a. With tanks empty, remove inspection plates
a. Insure that exhaust is clear and clean, no for- and thoroughly check interior of tanks; clean if
eign materials. If water entry is suspected, dis- necessary to remove sediment and contamina-
connect air tubes at the turbochargers to check tion. If fuel was contaminated, lines should be
for water damage before attempting startup. disconnected and blown clear.
b. Replace fuel filters, fill filter cans with fresh fuel b. Check all fuel lines for deterioration or damage.
for engine priming. Replace lines as necessary.
c. Replace inspection covers, use new gaskets.
d. Service tanks with specified diesel fuel.
e. Replace fuel filters.
Have a new safety filter (secondary) filter element
on hand before removing old one. Do not keep
intake system open to atmosphere any longer than
absolutely necessary.
Any operating fluid, such as hydraulic oil or brake
c. Remove and replace both the primary and fluid escaping under pressure, can have sufficient
safety filter (secondary) elements in the air force to enter a person’s body by penetrating the
cleaners. Check all intake lines between air skin. Serious injury and possible death may result
cleaners and engine. All clamps must be tight. if proper medical treatment by a physican familiar
Indicating plunger in filter condition indicators with this injury is not received immediately.
must be free.
d. The tubes in precleaner section of air cleaner
7. Hydraulic tank should be drained. If oil is not
assembly should be inspected, all tubes should
contaminated and is stored in clean containers, it
be clear and clean. Use a light to inspect the
may be reused if filtered through 3-micron filter
tubes. The light should be visible. If clogging is
elements when being pumped back into the tank.
evident, precleaner must be cleaned. Clean
Do not attempt to use contaminated hydraulic oil,
precleaner according to instructions in Section
especially if water entry into the system is sus-
"C", of the Komatsu® service manual.
pected.
e. Drain and flush engine cooling system. Fill with
coolant and inhibitors after checking all lines, NOTE: If filling is required, use clean hydraulic oil only.
hoses and connections. Refer to Section "P", Refer to the Lubrication chart in Section "P", Lubrica-
Lubrication and Service, for anti-freeze recom- tion and Service, for proper oil specifications.
mendations. Radiator cores must be clear of
dirt and trash. a. Replace hydraulic filter elements and clean
suction strainer elements. While suction strain-
ers are removed, inspect and clean interior of
tank thoroughly to remove all sediment and
foreign material.
b. Inspect all hydraulic lines for deterioration or
To prevent injuries, always release spring tension
damage. Replace suspected lines - don’t risk
before replacing the fan belt.
hose ruptures or blow outs.
f. Check and tighten engine fan drive belts, install c. Check hydraulic components (pumps, valves
new belt set if necessary. and cylinders) for damage and corrosion. Se-
g. Check and tighten engine mounts. cure all mountings and connections. Control
valves must be free moving with no binding.

d. Check exposed portions of all hydraulic cylin-
der rams for rust, pitting and corrosion. If plat-
ing is deteriorated, the cylinder should be
removed and overhauled or replaced; pitted or
scored plating will cause leakage at the cylinder
seals.
8. Check front wheel hub, final drive and wheel axle
lubricant. If contamination is suspected, oil should
be drained completely and the component serv-
iced with clean prescribed lubricant. If major con-
tamination is present, disassembly and overhaul
will be in order.
9. Check parking brake. Since it is spring applied, the
brake pads may be stuck tightly to the disc; it may
be necessary to remove and overhaul the parking
brake assembly.
10. Lubricate all grease fittings with prescribed lubri-
cants which are not part of the automatic lubrica-
tion system. Pay particular attention to the steering
linkage connections. All pivot points must be free
of any binding.
11. Check battery charging alternator for corrosion or
deterioration. Alternator rotor must be free, with no
binding or roughness. Inspect, install and properly
tension the alternator drive belts.
12. Check security of steering cylinder ball joints link
and hydraulic connections.
13. Examine Hydrair suspensions for signs of dam-
age.
a. Discharge nitrogen from suspensions as out-
lined in the service manual. Check conditon of
suspension oil and cylinder wipers. If wipers are
cracked or hardened, the suspension must be
rebuilt. Recharge suspension with new oil if old
oil is deteriorated.
b. Check exposed chrome portions of cylinder for
rust, pitting and corrosion. If plating is deterio-
rated the suspension should be removed and
overhauled or replaced; pitted or scored plat-
ing will rapidly cause leakage at the seals.
c. Recharge suspensions as outlined in the serv-
ice manual.
14. If not previously done, install fully-charged batter-
ies and insure that hook-up is correct.

ENGINE OPERATION
Insure that all tools and loose equipment have 2. Turn key switch "On". Warning lights for low brake
been removed prior to engine start-up. Sound horn and steering pressure should illuminate and the
prior to engine start. Make sure emergency shut horn should sound. If it does not, check all com-
down is reset. Cables must be free moving in their ponents in the circuit and correct the discrepancy
housings. before continuing.
3. Turn key switch to start position to crank engine,
release switch when engine fires. Watch engine
When all reconditioning operations have been com-
oil pressure gauge; if pressure does not show in
pleted, a static check of engine operation along with
10 - 15 seconds, shut down and locate problem.
operation of systems as well as verification of braking
and steering must be done before the vehicle is moved. 4. While engine is warming up, make a careful in-
spection of engine coolant, oil and fuel lines for
leaks. Check hydraulic pump for leakage as well
as all hydraulic lines.
5. When engine is up to operating temperature,
check operation of throttle circuit; acceleration
should be smooth. Keep a close watch on the
gauges for any abnormal activity. Proper tem-
peratures and pressures are shown in the Opera-
tion and Maintenance Manual.
1. Insure all personnel are clear of Equipment before

starting engine. Always sound the horn as a warn-
ing before actuating any operational controls.
Before starting engine, clear the immediate area of

personnel and obstructions.
Never start the engine in a building unless the
doors and windows are open and ventilation is
adequate.

AFTER ENGINE HAS STARTED
Any machine which is unsafe and/or not in top operat- 5. When satisfied that all discrepancies have been
ing condition should not be assigned to an operator for corrected, the vehicle is ready for a road test. This
production use. test should be done only by a capable and expe-
rienced operator and should be accomplished in
1. Become thoroughly familiar with steering and
a large open area where plenty of maneuvering
emergency controls. Test the steering in extreme
room is available. Some of the road test items
right and left directions. If the steering system is
which should be covered will include:
not operating properly, shut engine down imme-
diately. Determine the steering system problem • Repeated test of braking efficiency at progres-
and have repairs made before resuming opera- sively higher speeds. Start at slow speeds.
tion. Don’t take chances with higher speeds until the
machine is determined to be completely safe.
2. Operate each of the brake circuits at least twice
prior to operating and moving the machine. These
circuits include individual activation of the service 6. When all tests and checks have been made and
brake and parking brake from the operator’s cab. the vehicle is ready for work, it should be visually
a. Activate each circuit individually with the engine rechecked and fully serviced according to Section
running and with hydraulic circuit fully charged. "P", Lubrication and Service.
b. If any application or release of any brake circuit
does not appear proper or if sluggishness is
A few of the conditions (others may be found) which
apparent on application or release, shut the
might be encountered after a machine has been ex-
engine down and notify maintenance person-
posed to the elements for a long period would include:
nel. Do not operate machine until brake circuit
in question is fully operational. • Increased corrosion and fungus growth on elec-
trical components in humid/tropical areas.
3. Check gauges, warning lights and instruments
before moving the machine to insure proper sys- • Accelerated rust formation in humid climates.
tem operation and proper gauge functioning. Give
• Increased sand and dust infiltration in windy, dry
special attention to braking and steering circuit
dusty areas. (These conditions can approach
warning lights. If warning lights come on, shut
sand blasting effects.)
down the engine immediately and determine the
cause. • Deterioration of rubber products in extreme cold
areas. Cables, hoses, O- rings, seals and tires may
4. Cycle hoist controls and steering several times to
become weather checked and brittle.
remove trapped air. Complete steering cycles in
both directions to verify steering response, • Animal or bird’s nests in unsealed openings.
smoothness and reliability. Check seals and lines
for leaks.

ENGINE STORAGE
Preparing Engine For Storage

When an engine is to be stored or removed from Therefore, it is recommended that the engine be proc-
operation for a period of time, special precautions essed for storage as soon as possible after removal
should be taken to protect the interior and exterior of from operation.
the engine and other parts from rust accumulation and
The engine should be stored in a building which is dry
corrosion. The parts requiring attention and the recom-
and can be heated during the winter months. Moisture
mended preparations are given below.
absorbing chemicals are available commercially for
It will be necessary to remove all rust or corrosion use when excessive damage prevail in the storage
completely from any exposed part before applying a area.
rust preventative compound.
Temporary Storage (30 Days Or Less)

To protect an engine for a temporary period of time, 6. Clean the entire exterior of the engine (except the
proceed as follows: electrical system) with fuel oil and dry it with
compressed air.
1. Drain the engine crankcase.
2. Fill the crankcase to proper level with the recom-
mended viscosity and grade of oil.
3. Fill the fuel tank with the recommended grade of
To prevent possible personal injury, wear adequate
fuel oil. Operate the engine for two minutes at
eye protection and do not exceed 40 psi (276 kPa)
1,200 rpm and no load. Shut down engine, do not
compressed air pressure.
drain the fuel system or the crankcase after this
run.
7. Seal all of the engine openings. The material used
4. Check the air cleaner and service it, if necessary.
for this purpose must be waterproof, vaporproof
5. If freezing weather is expected during the storage and possess sufficient physical strength to resist
period, add an ethylene glycol base antifreeze puncture and damage from the expansion of en-
solution in accordance with the manufacturer’s trapped air.
recommendations.
An engine prepared in this manner can be returned to
service in a short period of time by removing the seals
at the engine openings, checking the engine coolant,
fuel oil, lubricating oil, transmission oil and priming the
raw water pump (if used).
Extended Storage (more Than 30 Days)

To prepare an engine for extended storage, (more than 2. Remove, check and recondition the injectors, if
30 days), follow this procedure: necessary, to make sure they will be ready to
operate when the engine is restored to service.
1. Drain the cooling system and flush with clean, soft
water. Refill with clean, soft water and add a rust 3. Reinstall the injectors, time them and adjust the
inhibitor to the cooling system. exhaust valve clearance.

4. Circulate the coolant by operating the engine until 14. Drain the engine cooling system.
normal operating temperature is reached 160° -
15. Drain the preservative oil from the engine crank-
185° F ( 71° - 85° C).
case. Reinstall and tighten the drain plug.
5. Stop the engine.
16. Remove and clean the batteries and battery cables
6. Drain the engine crankcase, then reinstall and with baking soda-water solution and rinse them
tighten the drain plug. Install new lubricating oil with fresh water. Do not allow the soda solution to
filter elements and gaskets. enter the battery. Add distilled water to the electro-
lyte, if necessary, and fully charge the battery.
7. Fill the crankcase to the proper level with a 30-
Store the battery in a cool (never below 32° F or 0°
weight preservative lubricating oil MIL-L-21260C,
C) dry place. Keep the battery fully charged and
Grade 2.
check the level and the specific gravity of the
8. Drain the fuel tank. Refill with enough clean No. 1 electrolyte regularly. Never set batteries on con-
diesel fuel or pure kerosene to permit the engine crete floor. Place on wooded blocks.
to operate for about ten (10) minutes. If it isn’t
17. Insert heavy paper strips between the pulleys and
convenient to drain the fuel tank use a separate
belts to prevent sticking.
portable supply of the recommended fuel.
18. Seal all engine openings, including the exhaust
outlet, with moisture resistant tape. Use card-
board, plywood or metal covers where practical.
19. Clean and dry the exterior painted surfaces of the
If engines in vehicle are stored where condensa-
engine and spray with a suitable liquid automotive
tion of water in the fuel tank may be a problem, add
body wax, a synthetic resin varnish or a rust pre-
pure, waterless isopropyl alcohol (isopropanol) to
ventive compound.
the fuel at a ratio of one pint to 125 gallons(473 L)
of fuel, or 0.010% by volume. Where biological 20. Protect the engine with a good weather-resistant
contamination of fuel may be a problem, add a tarpaulin and store it under cover, preferably in a
biocide such as Biobor JF, or equivalent to the fuel. dry building with temperatures above freezing.
When using a biocide, follow the manufacturer’s
Outdoor storage of engines is not recommended.
concentration recommendations, and observe all
However, in some cases outdoor storage may be un-
cautions and warnings.
avoidable. If units must be kept out-off-doors, follow
the preparation and storage instructions already given.
9. Drain and disassemble the fuel filter and strainer. Protect units with quality, weather-resistant tarpaulins
Discard the used elements and gaskets. Fill the (or other suitable covers) arranged to provide air cir-
cavity between the element and shell with No. 1 culation.
diesel fuel or pure kerosene, and reinstall on the
engine. If spin-on fuel filters and strainers are
used, discard the used cartridges, fill the new
ones with No. 1 diesel fuel or pure kerosene, and
Do not use plastic sheeting for outdoor storage.
reinstall on the engine.
Plastic may be used for indoor storage. However,
10. Operate the engine for five (5) minutes to circulate when used outdoors, moisture can condense on
the clean fuel oil throughout the fuel system. the inside of the plastic and cause ferrous metal
surfaces to rust and/or pit aluminum surfaces. If a
11. Service the air cleaner.
unit is stored outside for any extended period of
12. Turbocharger bearings are pressure lubricated time, severe corrosion damage can result.
through the external oil line leading from the en-
gine cylinder block while the engine is operating.
The stored engine should be inspected periodically. If
However, the turbocharger air inlet and turbine
there are any indication of rust or corrosion, corrective
outlet connections should be sealed off with mois-
steps must be taken to prevent damage to the engine
ture resistant tape.
parts. Perform a complete inspection at the end of one
13. Apply a rust preventive compound to all exposed year and apply additional treatment, as required.
non-painted surfaces.

PROCEDURE FOR RESTORING AN ENGINE TO SERVICE
WHICH HAS BEEN IN EXTENDED STORAGE
1. Remove the covers and tape from all of the open- 8. Install and connect the fully charged batteries.
ings of the engine, fuel tank and electrical equip-
9. Service the air cleaner as outlined in Section "C".
ment. Do not overlook the exhaust outlet or the
intake system. 10. Remove the covers from the turbocharger air inlet
and turbine outlet connections.
2. Wash the exterior of the engine with fuel oil to
remove the rust preventive. 11. After all of the preparations have been completed,
start the engine. The small amount of rust preven-
3. Remove the rust preventive from the flywheel.
tive compound which remains in the fuel system
4. Remove the paper strips from between the pulleys will cause a smoky exhaust for a few minutes.
and the belts.
NOTE: Before subjecting the engine to a load or high
5. Remove the drain plug and drain the preservative speed, it is advisable to check the engine tune-up.
oil from the crankcase. Reinstall the drain plug.
Then, refer to Lubrication and Service, Section
"P", and fill the crankcase to proper level, using a
pressure prelubricator, with the recommended
grade of lubricating oil.
6. Fill the fuel tank with the engine manufacturer’s
specified fuel.
7. Close all of the drain cocks and fill the engine
cooling system with clean soft water and a rust
inhibitor. If the engine is to be exposed to freezing
temperatures, fill the cooling system with an eth-
ylene glycol base antifreeze solution refer to cool-
ant specifications in Lubrication and Service,
Section "P".

ELECTRIC DRIVE TRUCKS
Storage Instructions and Procedures Placing Equipment Into Storage
This instruction provides the recommended proce- Perform the following instructions when preparing
dures for protecting equipment from damage during General Electric equipment for storage. There are three
both short-term and long-term storage periods and for main equipment categories to consider:
maintaining adequate protection while in storage. Also
1. When storing a truck that is operational.
included are instructions for placing this equipment
into service after having been stored. 2. When storing a truck that is not operational.
For the purposes of this instruction, a short-term stor- 3. When storing major components (Motorized
age period is considered to be less than three months; Wheel, alternator, etc.).
a long-term storage period is considered to be three
These three major categories are the basis for deter-
months or longer.
mining required protective measures.
General Electric recommends a maximum storage pe-
NOTE: In addition to these instructions, refer to truck
riod of three years, with these storage procedures
storage instructions.
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 tear- When Storing A Truck That Is
down and inspection of seals and bearings. These Operational
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 protective
made to determine the lasting qualities of long-term measure which can be taken is to drive the truck once
storage protection measures. Such inspections will a week for at least 30 minutes. Prior to driving the truck,
indicate the need for renewing protective measures the rotating equipment should be Meggered and:
when necessary to prevent equipment deterioration.
1. If greater than 2 megohms, run normally.
Proper storage of this equipment is vital to equipment
2. If less than 2 megohms, isolate condition and
life. Bearings, gears, and insulation may deteriorate
correct before running.
unless adequate protective measures are taken to pro-
tect against the elements. For example, bearings and Driving the truck circulates oil in the gear case to keep
gears in the Motorized Wheel gear case are susceptible gears and bearings lubricated and free from rust. It also
to the formation of rust; insulation in rotating electrical prevents deterioration of the brushes, commutators
equipment can accumulate moisture; and bearings and slip rings.
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
period as indicated above, perform the following in-
NEVER APPLY ANY SPRAY, COATING OR OTHER structions:
PROTECTIVE MATERIALS TO AREAS NOT SPECIFI-
CALLY RECOMMENDED . 1. Drain the oil from the gear case and install rust
preventive compound 4161 (product of Van
It is also important to note that these instructions Straaten Chemical Co.)or equivalent. Fill per Gen-
cannot possibly anticipate every type of storage con- eral Electric Motorized Wheel Service Manual.
dition and, therefore, cannot prevent all equipment 2. Megger the wheels as indicated in the instructions
deterioration problems caused by inadequate storage. above. Operate the truck for at least 30 minutes
However, these instructions should be considered as to insure that the rust preventive compound has
a minimum procedure to achieve the best possible been thoroughly circulated throughout the gear
equipment life and the lowest operating cost when the case. Stop the truck and drain the rust preventive
equipment is returned to service. compound.
NOTE: Local conditions and/or experience may re- NOTE: Do not run a LOADED truck with rust preventive
quire ADDITIONAL procedures and/or additional stor- compound in Motorized Wheel gear cases.
age precautions.

When Storing A Truck That Is Not
Operational
Do not operate trucks without oil in the Motorized
Wheel gear cases. When a truck which is not fully operational is being
stored for a period of any length, perform the following:
3. Perform a megohmmeter test. Refer to the truck’s
Vehicle Test instructions for the correct proce- 1. Drain the oil from the gear case and install rust
dure. Record the Megger readings for future ref- preventive compound 4161 (or equivalent). Fill
erence. They will be helpful in determining if per General Electric Motorized Wheel Service
deterioration is being experienced when addi- Manual.
tional Megger tests are made as part of the peri- 2. Jack each side of the truck (one side at a time)
odic inspection. enough to rotate the tires.
4. Lift all brushes in the Motorized Wheels, blowers 3. Connect a D-C welder as described in the Vehicle
and the alternator. They must be removed from Test Instructions (Wheel Motor inst. 400A, arm &
the brushholder. Disconnecting brush pigtails is field in stress 900- 1000 rpm arm).
not required.
4. Rotate each Motorized Wheel (one at a time) for
5. Cover any open ductwork with screening material at least 30 minutes to insure that the rust preven-
to prevent rodents from entering. Then tape over tive compound has been thoroughly circulated
the screen to prevent the entry of water and dirt throughout the gear case. Disconnect the welder.
(allow breathing). Remove the jacks. Drain the gear case.
6. Examine all exposed machined surfaces for rust 5. If the truck is partially dismantled, pay careful
or other dirt accumulation. Remove all dirt as attention to ductwork, blower shrouds, etc., which
necessary. Remove rust by using a fine abrasive may be exposed to weather conditions as a con-
paper. Old flushing compound can be removed sequence. These areas will require the same seal-
with mineral spirits (GE-D5B8). Methanol should ing measures as in Step 5 above which deals with
be used to remove all residue. When clean, coat protecting ductwork. Cover exposed blower
with Tarp B rust preventive. housings to prevent entry of water and dirt.
Refer to General Electric Motorized Wheel Service
Manual for specifications. 6. Perform Steps 3 through 11 under When Storing
a Truck that is Operational.
7. Loosen exciter drive belts (where applicable).
8. Open all switches in the control compartment.
9. Install a 500 watt heat source inside all control When Storing A Major Component
groups which house electronic control equip-
ment. These heat sources are to be energized When storing a Motorized Wheel, alternator, blower or
below 32° F (0° C) and de-energized above 41° F control group for a period of any length, always store
(5° C). it inside a warm, climate-controlled environment. Do
not attempt to store individual components where they
10. Install a 500 watt heat source inside the commuta- would be exposed to inclement weather, climatic
tor chamber of both Motorized Wheels and inside changes, high humidity and/or temperature extremes.
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 continu-
ously.
11. Seal compartment doors with a weatherproof tape
to prevent entry of rain, snow and dirt (allow
breathing).

Periodic Inspections 4. Fill with recommended oil. Refer to the Motorized
Wheel Service Manual for the type and amount oil
It is important that periodic inspections (every three to be used. This oil should be drained and new oil
months) of stored equipment be performed to insure should be added after 500 hours of operation.
the continued serviceability of all protective measures
initially taken when the storage period began. Items 5. Clean all Motorized Wheel grease fittings in the
which should be checked at each inspection interval axle box. Insure that all grease lines are com-
are listed as follows: pletely full of grease. Then add the recommended
amount of grease to all fittings.
1. Remove the weatherproof tape from the compart-
ment doors and preform a Megger test as de- 6. Install brushes in the Motorized Wheels, blowers
scribed in the Vehicle Test Instructions. Record and the alternator. Make sure that brushes move
the test results and compare them with the re- freely in their carbonways and that they have
corded Megger readings taken when storage first enough length to serve until the truck’s next in-
began, and those taken throughout the storage spection period. Install new brushes if necessary.
period. Remove all test equipment and close up Insure that all brush pigtail screws are tight.
the compartment. Reseal the compartment doors 7. Perform a megohmmeter test. Refer to the truck’s
with new weatherproof tape. If Megger readings Vehicle Test Instructions for the correct proce-
indicate a deterioration of insulation quality, to dure. If Megger readings are less than 2.0 me-
below 2.0 megohms then consideration should be gohms, the problem could be an accumulation of
given to providing more protection. moisture in motor or alternator. If this is the case,
2. Check all other weatherproofing tape. Replace any the faulty component will have to be isolated and
that has become loose or is missing completely. dried out using procedures recommended in the
G.E.Service Manual.
3. Check all heat sources. Replace or repair any units
which have become inoperative. 8. Perform a thorough inspection of the Motorized
Wheels, alternator, blowers and control compart-
4. Check all machine surfaces which were coated ments. Look for:
with flushing compound when storage began. If
a. Rust or dirt accumulation on machine surfaces
compound appears to be deteriorating, it must be
cleaned off and renewed. b. Damaged insulation
c. An accumulation of moisture or debris
Placing Equipment Into Service After d. Loose wiring and cables
Storage e. Any rust on electrical connectors in the control
When taking equipment out of storage, perform the compartment
following procedures: f. Any loose cards in the card panels
g. Any accumulation of moisture or debris in duct-
When A Truck Is Operational work.
If a truck has been operated weekly throughout the Clean and make repairs as necessary.
storage period, perform a complete visual inspection 9. Check retarding grids and insulators for loose
of the Motorized Wheels, blowers, alternator and con- connections and dirt accumulation. Clean and
trol compartments. Repair any defects found, then make corrections as necessary.
place the truck directly into service.
10. Where applicable, check exciter drive belts for
When A Truck Is Not Operational cracks, and deterioration. If acceptable, set belt
tension to specification.
If the truck was not operated weekly throughout the
storage period, perform the following procedures: 11. Before starting engine, turn on control power.
Check that contactors and relays pick up and drop
1. Remove all weatherproofing tape from control out normally.
compartment doors and ductworks.
12. Perform a start-up procedure on the complete
2. Remove all screening material from ductwork. system to insure maximum performance during
3. Remove all heat sources from Motorized Wheels, service. Refer to the truck’s Vehicle Test Instruc-
control compartments and the alternator. tions for the complete test procedure.

For The First Hour
After all storage protection has been removed, the
truck has been cleaned and inspected and repairs
made as necessary, the Motorized Wheel gear case
has been filled with new oil, the dirt seals have been
completely purged with new grease and the system
completely checked, the truck can be placed into
service. It is recommended, however, that the truck be
driven unloaded at a low speed (10 mph) for the first
hour of operation.

SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
Grille, Hood and Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-2
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Right Deck and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Left Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Center Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
VENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
B01016 03/01 Index B1-1

NOTES
B1-2 Index B01016

STRUCTURAL COMPONENTS
The 930E deck components are removable in sections
as shown in Figure 2-1. The following removal and
installation instructions detail the steps to be taken
before the decks and hood can be removed. Additional
steps may be required before the deck or other major
structure is removed, depending on optional equip-
ment installed on the truck at the factory or after deliv-
ery.
Prior to removal or repair procedures, it may be nec-
essary to remove the body to provide clearance for
lifting equipment to be used. If body removal is not
required, the body should be raised and the safety
cables installed at the rear of the truck.
Read and observe the following instructions before
attempting any repairs!
• Do not attempt to work in deck area until body

safety cables have been installed. FIGURE 2-1. DECK COMPONENTS
• Do not step on or use any power cable as a 1. LH Deck Structure 5. Center Deck Structure
handhold when the engine is running. 2. Electrical Cabinet 6. RH Deck Structure
3. Cab 7. Retarding Grids
• Do not open any electrical cabinet covers or
4. Diagonal Ladder 8. Blower Intake
touch the retarding grid elements until all shut-
down procedures have been followed.
PREPARATION
• All removal, repairs and installation of propul-
sion system electrical components, cables etc. 1. Reduce the engine speed to idle. Place the selec-
must be performed by an electrical mainte- tor switch in NEUTRAL and apply the parking
nance technician properly trained to service brake. Be certain the parking brake applied indi-
the system. cator lamp in the overhead panel is illuminated.
• In the event of a propulsion system malfunc- 2. Place the drive system in the REST mode by
tion, a qualified technician should inspect the turning the Rest switch on the instrument panel
truck and verify the propulsion system does ON. Be certain the REST warning lamp is illumi-
not have dangerous voltage levels present be- nated.
fore repairs are started.
3. Shut down the engine using the keyswitch. If, for
some reason the engine does not shut down, use
the shutdown switch on the center console.
After the truck is parked in position for the repairs, the
4. Verify the LINK VOLTAGE lights are OFF. If they
truck must be shut down properly to ensure the safety
remain on longer than 5 minutes after shutdown,
of those working in the areas of the deck, electrical
notify the electrical department.
cabinet and retarding grids. The following procedures
will ensure the electrical system is properly discharged 5. Verify the steering accumulators have bled down
before repairs are started. by attempting to steer.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Open the battery disconnect switches.
B02015 Structural Components B2-1

The anti-slip material on the decks should be in-
spected and maintained for the safety of all person-
nel.
• If weld repairs are necessary, disconnect all elec-

trical harnesses and remove the ground strap from
the Engine Control System (governor) located in
the Auxillary Control Cabinet behind the cab.
• All hoses and mating fittings should be capped as
they are removed to prevent possible system con-
tamination.
• It is important to tag and visually verify all cables,
harnesses, hoses etc. have been removed before
the structure is lifted off the truck.
• For cab removal instructions, refer to Section N of
this manual.
GRILLE, HOOD AND LADDER

Removal
FIGURE 2-2. HOOD AND GRILLE REMOVAL
1. Remove hardware attaching diagonal ladder (4,
Figure 2-1) to front bumper. 1. Hood & Grille Assembly 2. Capscrews &
Lockwashers
2. Attach lifting device to the ladder and lift structure
off truck. Installation
3. Disconnect wiring harnesses and remove cable 1. Move hood and grille assembly (1, Figure 2-2) from
clamps as necessary to allow hood removal. work area to truck and lift into place.
4. Attach lifting device to the hood and grille assem- 2. Align mounting holes with brackets attached to
bly (1, Figure 2-2). radiator assembly. Install side mounting cap-
screws (2).
5. Remove all side mounting capscrews and lock-
washers (2). 3. Lift diagonal ladder into position over mounting
pads on front bumper. Align mounting holes and
6. Verify all harnesses, cables, hoses etc. are reinstall hardware. Tighten capscrews to standard
moved. torque.
7. Lift hood and grille assembly from truck and move 5. Connect harnesses, hoses etc. that were removed
to work area. previously. Install all clamps removed.
B2-2 Structural Components B02015

FIGURE 2-3. TYPICAL DECK STRUCTURE MOUNTING
(NOTE: Bottom, RH deck shown. LH deck mounting is similar to RH deck)
1. Deck Structure 5. Headlights

2. Deck Mounting Location 6. Retard Grid Mounting Location
3. Payload Indicator Lights 7. Electrical Connector
4. Clearance Light
DECKS 4. Lift grid assembly clear of deck structure and move

to a work area.
The right and left deck mounting pad locations are
nearly identical. The decks are mounted directly to the NOTE: If grid assembly or cooling blower repairs are
frame support structures using hardened flatwashers. required refer to applicable G.E. publication for serv-
Be certain to use hardened flatwashers during reas- ice and maintenance procedures.
sembly. 5. Disconnect electrical harness at connector (7,
Figure 2-3). Inspect underside of deck and if nec-
RIGHT DECK AND COMPONENTS essary, remove any hoses or cables that remain.
(Light harness and clamps do not require re-
Removal moval.)
1. Shut down engine following all the procedures 6. Install lifting device at eyes at each corner of the
listed on page 2-1 of this Section of the manual. deck and take up slack. Do not attach lifting
2. Remove access covers from retarding grid assem- device to the hand rail structure.
bly. Tag and disconnect all electrical leads in 7. Remove deck mounting hardware at deck support
preparation for removal. Attach lifting device to and front upright (2).
grid lifting eyes.
8. Verify all wiring harnesses, cables or hoses have
3. Remove grid assembly mounting hardware at four been removed. Carefully raise deck and remove
locations (6) shown in Figure 2-3. from deck supports.
B02015 Structural Components B2-3

Installation 4. Install lifting device to lift eyes at each corner of
the deck and take up slack. Do not attach lifting
Repeat above procedures in reverse order for installa-
device to the hand rail structure.
tion of the deck and components. Tighten all attaching
hardware to standard torque specifications as listed in 5. Remove deck mounting hardware at frame sup-
Section A. port and front upright.
Clean all mount mating surfaces before installa- 6. Verify all wiring harnesses, cables or hoses have
tion. been removed. Carefully raise deck and remove
from deck supports.
Clean mounting area before installing ground
cables.
Installation
Be certain all electrical connections and harness
Repeat above procedures in reverse order for installa-
clamps are reinstalled and secure.
tion of the deck and components. Tighten all attaching
hardware to standard torque specifications as listed in
Section A.
Clean all mount mating surfaces before installa-
tion.
All propulsion system power cables must be prop-
Clean mounting area before installing ground
erly secured in their wood or other non-ferrous
cables.
cable cleats. If clamps are cracked and broken, oil
soaked or otherwise damaged, replace them with Be certain all electrical connections and harness
new parts. Inspect cable insulation and replace clamps are reinstalled and secure.
cable if insulation is damaged.
If equipped with air conditioning and the refriger-
ant has been removed, refer to Section “M”;
LEFT DECK
Options, for the correct procedure for system
NOTE: The left deck mounting arrangement is nearly service.
identical to the right deck. Refer to Section “N” for cab
1. Start engine and allow systems to charge. Observe
removal and installation instructions.
for any air or oil leaks. Make sure all shields,
1. Shut down engine following all the procedures covers and clamps are in place.
listed on page 2-1 of this Section of the manual.
2. Service the hydraulic reservoir if required. Check
2. Be certain the brake system accumulators have for proper operation of the steering and brake
been bled to release pressure. systems, including dynamic retarding.
3. Tag and disconnect all hydraulic lines and electri-
cal cables which will interfere with deck removal.
Cap all lines to prevent entrance of foreign mate- CENTER DECK
rial.
Center deck removal only requires removal of any
attached hoses cables etc. before removing the mount-
ing hardware and and lifting the deck structure off.
Be certain to follow proper shutdown procedures
as described on page 2-1.
If equipped with air conditioning and air condition-

ing system components are to be removed, refer
to Section “M”, Options for special instructions on
discharging the air conditioning system prior to
disconnecting any air conditioning lines.
B2-4 Structural Components B02015

DUMP BODY
Removal 2. Remove mud flaps and rock ejectors from both
sides of the body. Remove electrical cables, lubri-
cation hoses etc. attached to the body.
3. Attach chains around upper end of hoist cylinders
Inspect all lifting devices. Slings, chains, and/or to support them after the mounting pins are re-
cables used for lifting components must be in- moved.
spected daily for serviceable condition. Refer to
the manufacturer’s manual for correct capacities 4. Remove pin retainer capscrew (4, Figure 3-2) from
and safety procedures when lifting components. each of the upper hoist cylinder mounting eyes.
Replace any questionable items. With adequate means of supporting the hoist cyl-
inders in place, remove each of the mounting pins
Slings, chains, and/or cables used for lifting com- (2, Figure 3-2).
ponents must be rated to supply a safety factor of
approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load being
placed on them.
Never stand beneath a suspended load. Use of guy
ropes are recommended for guiding and position-
ing a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
90444
Be sure that the lifting device is rated for at least a
45 ton capacity. FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER)
1. Dump Body 3. Hoist Cylinder
2. Hoist Cylinder Pin 4. Pin Retainer
1. Park truck on a hard, level surface and block all
the wheels. Connect cables and lifting device to
the dump body and take up the slack as shown in 5. Remove capscrews (2, Figure 3-3) and lock wash-
Figure 3-1. ers (3) and retainer (1) from each pivot pin.
6. Remove capscrews (4, Figure 3-3) and lock nuts
(5) from each pivot pin.
7. Attach a body pivot pin support fixture to bracket
on underside of dump body to aid in supporting
the pin as it is removed.
Remove body pivot pins (6) far enough to allow
shims (9) to drop out. Complete removal of pins
is not necessary unless new pins are to be in-
stalled.
8. Lift dump body clear of the chassis and move to
90909 storage or work area. Block the body to prevent
damage to the body guide etc.
FIGURE 3-1. DUMP BODY REMOVAL 9. Inspect bushings (8, 11, & 12), body ear (7), and
1. Lifting Cables 2. Guide Rope frame pivot (10) for excessive wear or damage.
B03013 03/01 Dump Body B3-1

Installation
1. Park truck on a hard, level surface and block all
the wheels.
Attach cables and lifting device to the dump body
Inspect all lifting devices. Slings, chains, and/or and take up the slack as shown in Figure 3-1.
cables used for lifting components must be in- Lower body over the truck frame and align body
spected daily for serviceable condition. Refer to pivots to frame pivot holes.
the manufacturer’s manual for correct capacities
and safety procedures when lifting components. 2. Install shims (9, Figure 3-3) in both body pivots, as
Replace any questionable items. required, to fill the outside gaps and center the
body on the frame pivot. Do not install shims at
Slings, chains, and/or cables used for lifting com- the inside. A minimum of 1 shim is required at the
ponents must be rated to supply a safety factor of outside end of both frame pivots.
approximately 2X the weight being lifted.
3. If not already installed, install retainer (1) and
When in doubt as to the weight of components or capscrews (2) to hold bushing (12) in place.
any assembly procedure, contact the Komatsu Tighten capscrews to 40 ft.lbs. (55 N.m) torque.
area representative for further information.
4. Align the hole in pivot pin (6) with capscrew hole
Lifting eyes and hooks should be fabricated from in pin retainer (part of body pivot ear, 7) and push
the proper materials and rated to lift the load being the pivot pin through the shims (9), frame pivot
placed on them. (10), and into the pivot bushings (8, 12) in each
Never stand beneath a suspended load. Use of guy side of the body pivot.
ropes are recommended for guiding and position- 5. Install capscrew (4) through each pin and tighten
ing a suspended load. the nuts (5) to 2028 ft.lbs. (2750 N.m) torque.
Before raising or lifting the body, be sure there is 6. Align hoist cylinder upper mounting eye bushings
adequate clearance between the body and over- with the hole through the body, align retaining
head structures or electric power lines. capscrew (4, Figure 3-2) hole and install the pin.
Be sure that the lifting device is rated for at least a 7. Install the pin retaining capscrews and nuts and
45 ton capacity. tighten to 2028 ft.lbs. (2750 N.m) torque.
8. Install mud flaps, rock ejectors, electrical cables
and lubrication hoses.
FIGURE 3-3 DUMP BODY PIVOT PIN

1. Retainer 7. Body Ear
2. Capscrew - M10 8. Body Pivot Bushing
3. Lock Washer - M10 9. Shim
4. Capscrew - M36 10. Frame Pivot
5. Lock Nut - M36 11. Pivot Bushing
6. Body Pivot Pin 12. Body Pivot Bushing
B3-2 Dump Body B03013 03/01

BODY PADS
It is not necessary to remove the dump body to replace 5. Install the mounting hardware and torque to 65
body pads. Pads should be inspected during sched- ft.lbs. (88.1 N-m)
uled maintenance inspections and replaced if worn 6. Remove blocks from frame and lower body onto
excessively. the frame.
1. Raise the body to a height sufficient to allow Adjustment

access to all pads. 1. Vehicle must be parked on a flat, level surface for
inspection.
2. All pads, except the rear pad on each side, should
contact the frame with approximately equal com-
Place blocks between the body and frame. Secure pression of the rubber.
blocks in place.
3. A gap of approximately 0.06 in. (1.5 mm) is re-
quired at each rear pad. This can be accom-
2. Remove hardware attaching pads to the dump plished by using one less shim at each rear pad.
body. Refer to Figure 3-4.
4. If pad contact appears to be unequal, repeat the
3. Remove body pad and shims. Note number of above procedure.
shims installed at each pad location.
(The rear pad on each side should have one less ! IMPORTANT !
shim than the other pads.) Proper body pad to frame contact is required to
4. Install new pads with the same number of shims assure maximum pad life.
as removed in step 3.
FIGURE 3-4. BODY PAD INSTALLATION

1. Dump Body 3. Frame 5. Shim
2. Pad Mounting Hardware 4. Body Pad 6. Mounting Pad
B03013 03/01 Dump Body B3-3

BODY GUIDE BODY-UP RETENTION CABLE
1. Body guide wear points should be inspected each
time a body pad inspection is performed. (Refer
to Figure 3-5) The body guide should be centered
between the wear plates (3), with a maximum gap
Any time personnel are required to perform main-
of 0.19 in. (4.8 mm) at each side when new.
tenance on the vehicle with the dump body in the
2. If gap becomes excessive, replacement parts raised position, the body-up retention cable MUST
should be installed. (Refer to the Parts Catalog) be installed.
1. To hold the dump body in the up position, raise the

body to it’s maximum height. Refer to Figure 3-6.
90440
FIGURE 3-5. BODY GUIDE

1. Dump Body 3. Body Guide Wear FIGURE 3-6. BODY-UP CABLE INSTALLATION
2. Body Guide Plates
1. Rear Body Ear Structure 4. Axle Housing
2. Cable Storage Ear Structure
3. Cable Assembly
2. Remove the cable (3) from its stored position on

HOIST LIMIT SWITCH the body and install between the Rear Body Ear
(1) and the Axle Housing Ear (4).
Refer to Section "D", Electrical System (24VDC) for
adjustment procedure of the hoist limit switch. 3. Secure the cable clevis pins with cotter pins.
4. After maintenance work is completed, reverse the
above procedure to remove cable assembly and
BODY UP SWITCH place it in the storage position.
Refer to Section "D", Electrical System (24VDC) for

adjustment procedure of the body up switch.
B3-4 Dump Body B03013 03/01

ROCK EJECTORS
Rock Ejectors are placed between the rear dual wheels
to keep rocks or other material from lodging between
the tires. Failure to maintain the Rock Ejectors could
allow debris to build up between the dual wheels and
cause damage to the tires.
Inspection
1. The ejectors must be positioned on the center line
between the rear tires within 0.25 in. (6.35 mm).
2. With the truck parked on a level surface, the arm
structure should be approximately 4.33 in. (110
mm) from the wheel spacer ring (3). Refer to
Figure 3-7.
NOTE: With Rock Ejector Arm (1, Figure 3-8)
hanging vertical as shown in Figure 3-7, there
must be NO GAP at Stop Block (3, Figure 3-8).
3. If the arm (1) becomes bent, it must be removed
and straightened.
4. The wear plates (2) must be replaced if severely
worn.
FIGURE 3-7. ROCK EJECTOR INSTALLATION
5. Inspect the mounting brackets (4, Figure 3-8), pins
(2) and stops (3) at each shift change for wear 1. Rock Ejector Arm 3. Rear Wheel Spacer
and/or damage, and repair as necessary. 2. Wear Plate Ring
91185
FIGURE 3-8. ROCK EJECTOR MOUNTING
BRACKET (Detail View)
1. Rock Ejector Arm 3. Stop Block
2. Pin 4. Mounting Bracket
B03013 03/01 Dump Body B3-5

NOTES
B3-6 Dump Body B03013 03/01

FUEL TANK
FIGURE 4-1. FUEL TANK INSTALLATION

1. Fuel Tank 7. Fuel Return Hose 13. Low Fuel Switch 19. Ground Wire
2. Capscrews & L/W’s 8. Fuel Supply Hose 14. Wire Harness 20. Wire Harness
3. Mounting Cap 9. Fuel Gauge Sender 15. Tank Mount Bracket 21. Capscrews & L/W’s
4. Lifting Brackets 10. Drain Cock 16. Capscrew, F/W, L/W 22. Capscrews & L/W’s
5. Breather 11. Fuel Supply Connector 17. Flat Washer 23. Refueling Cap
6. Filler Cap 12. Capscrews & L/W’s 18. Rubber Dampener 24. Wiggins Receiver Assy.
B04015 Fuel Tank B4-1

Removal Repair
1. Raise truck body and install body-up cable. If a tank has been damaged and requires structural
repair, carry out such repairs before final cleaning.
2. Drain fuel from tank into clean containers.
3. Disconnect fuel tank wire harness and remove
clamps attached to tank. Remove ground wire
(19, Figure 4-1).
If a tank is to be weld repaired, special precautions
4. If equipped, close in-line shut-off valves. Remove are necessary to prevent fire or explosion. Consult
fuel supply (8) and return (7) hoses. Cap hoses local authorities if necessary, on safety regulations
and tank fittings to prevent contamination. before proceeding.
5. Remove hydraulic filter assembly on frame side of
tank. Support filter assembly by placing a chain
Cleaning
over frame rail. (It is not necessary to remove
hydraulic hoses.) The fuel tank is provided with a drain and a cleaning
port in the side that allows steam or solvent to be
The weight of the empty fuel tank is approximately
utilized in cleaning tanks that have accumulated for-
3590 lbs (1628 kg). Be certain to use lifting devices
eign material.
with adequate capacity.
It is not necessary to remove the tank from the truck
6. Attach lifting device to tank lift eyes (4).
for cleaning of sediment, however rust and scale on the
7. Remove lower mount capscrews (16). Remove walls and baffles may require complete tank removal.
upper mount capscrews (2) & mounting caps (3). This allows cleaning solutions to be in contact with all
interior surfaces by rotating the tank in various posi-
8. Lift tank assembly from brackets and move to work
tions, etc.
area.
Prior to a cleaning procedure of this type, all vents, fuel
9. Remove fuel gauge sending unit (9), vent (5) on
gauge, and hose connections should be removed and
top of tank, and other fittings as required to carry
temporarily sealed. After all scale, rust, and foreign
out interior cleaning.
material has been removed, the temporary plugs can
be removed.
Installation
A small amount of light oil should be sprayed into the
1. Thoroughly clean the frame mounting brackets
tank to prevent rust if the tank is to remain out of
and mounting capscrew hole threads. Re-tap
service. All openings should be sealed for rust preven-
threads if damaged.
tion.
The weight of the empty fuel tank is approximately
3590 lbs (1628 kg). Be certain to use lifting devices
with adequate capacity.
2. Lift the fuel tank into position over the frame
trunnion mounts and lower into position. Install
the mount caps (3, Figure 4-1) and capscrews (2)
and lockwashers, but do not tighten.
3. Install the four capscrews, lockwashers, and flat-
washers (16), flat washers (17), and rubber dam-
peners (18) in the lower mounts and tighten the
(4 x 0.750 UNC x 6.00 G8) lower mounting bolts
to 310 ± 31 ft. lbs. (420 ± 42 N.m) torque.
4. Tighten the trunnion mount capscrews (2) to 459
± 45 ft. lbs. (622 ± 62 N.m) torque.
5. Connect hoses removed during removal proce-
dure. Install wire harness and clamps. Open the
in-line shut-off valves, if equipped.
B4-2 Fuel Tank B04015

VENT FUEL GAUGE SENDER
If truck is not equipped with a fast fueling system, the A fuel gauge sending unit (9, Figure 4-1) mounted on
fuel tank is vented through a small mesh type filter the side of the tank provides an electrical signal to
installed in a port on the top of the tank (5, Figure 4-1). operate the fuel gauge on the instrument panel.
This filter should be cleaned periodically and can be
blown out with solvent and reused. The area around Removal
the vent must be free of caked mud and debris that
1. Drain fuel below level of gauge sender.
would cover the vent and prevent proper fuel suction
and return. 2. Disconnect wire from terminal.
3. Loosen the small screws holding the fuel gauge
sender unit and carefully remove.
If truck is equipped with a fast fueling system, refer to
Section “M”, Options and Accessories, for information
on various quick fill systems and servicing of the Tank
Vent Valve. Installation
1. Install new gasket.
2. Reinstall the sender unit in tank. Take care to
insure that float is oriented properly and works
freely in vertical plane during installation.
3. Reinstall four socket head capscrews and tighten
to standard torque. Reconnect wire to terminal.
4. Refill tank and check for leaks.
B04015 Fuel Tank B4-3

NOTES
B4-4 Fuel Tank B04015

SECTION C
ENGINE
INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-7
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Radiator Fill Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4
ALTERNATOR REMOVAL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
ENGINE/ALTERNATOR MATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Joining Alternator and Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6
AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5

AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-2
Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
Cleaning Precleaner Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
Air Intake Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
C01021 03/01 Index C1-1

NOTES
C1-2 Index C01021 03/01

POWER MODULE
The radiator, engine and alternator assemblies are After the truck is parked in position for the repairs, the
mounted on a roller equipped subframe which is con- truck must be shut down properly to ensure the safety
tained within the truck’s main frame and is referred to of those working in the areas of the deck, electrical
as a “Power Module”. This arrangement permits re- cabinet and retarding grids. The following procedures
moval and installation of these components with a will ensure the electrical system is properly discharged
minimum amount of disconnect and by utilizing the before repairs are started.
unique “Roll In/Roll Out” feature.
PREPARATION
Although the instructions in this section are primarily
based upon the “Rollout” method for major component 1. Reduce the engine speed to idle. Place the selec-
removal, the radiator and fan may be removed as tor switch in NEUTRAL and apply the parking
separate items. Instructions for radiator and fan re- brake. Be certain the parking brake applied indi-
moval are contained later in this section. Optional cator lamp in the overhead panel is illuminated.
equipment may be installed on the truck, requiring
2. Place the drive system in the REST mode by
additional removal and installation steps not listed.
turning the Rest switch on the instrument panel
The procedures outlined in this section of the manual ON. Be certain the REST warning lamp is illumi-
are general instructions for power module removal and nated.
installation. It may be necessary to perform some
procedures in a different order or use different meth-
ods for component removal and installation, depend-
ing on the lifting equipment available at the mine site.
Prior to removal or repair procedures, it may be nec- 4. Verify the LINK VOLTAGE lights are OFF. If they
essary to remove the body to provide clearance for remain on longer than 5 minutes after shutdown,
lifting equipment to be used. If body removal is not notify the electrical department.
5. Place the GF Cutout Switch in the CUTOUT
position. (See Figure 3-1, page E3-2, Propulsion
Read and observe the following instructions before System, for switch location.)
attempting any repairs!
6. Verify the steering accumulators have bled down
by attempting to steer.
• Do not attempt to work in deck area until body 8. Open the battery disconnect switches.
safety cables have been installed.
• Do not step on or use any power cable as a
Tag or mark all hydraulic lines, fuel lines and
handhold when the engine is running.
electrical connections to assure correct hookup at
• Do not open any electrical cabinet covers or time of power module installation. Plug all ports
touch the retarding grid elements until all shut- and cover all hose fittings or connections when
down procedures have been followed. disconnected to prevent dirt or foreign material
from entering.
• All removal, repairs and installation of propul-
sion system electrical components, cables etc. It is not necessary to remove the radiator prior to
must be performed by an electrical maintenance the removal of the power module. However, the
technician properly trained to service the sys- coolant must be drained and the piping connected
tem. to the brake cooling heat exchanger removed.
If radiator removal is desired or if only radiator
• In the event of a propulsion system malfunction,
repair is necessary, refer to “Cooling System” in
a qualified technician should inspect the truck
this section.
and verify the propulsion system does not have
dangerous voltage levels present before repairs
are started.
C02017 03/01 Power Module C2-1

FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT
1. Hydraulic Pump 4. Pump Drive Shaft
2. Shaft Guard 5. Alternator
3. Blower Duct
Preparation for Removal
The complete power module, including the hood

and grille weighs approximately 34,750 lbs. (15,760
kg). Make sure lifting device to be used has ade- FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT
quate capacity.
1. Electrical Cabinet 6. Wheel Motor Air Duct
2. Intake Duct 7. Main Alternator
3. Alternator Inlet Duct 8. Alternator Inlet
1. If radiator removal is required, refer to Section “B”
4. Blower Assembly Transition Structure
for hood and Grille removal instructions. (Power
5. Wheel Motor Duct 9. Blower Subframe
module may be removed with hood installed if
Transition Structure Structure
desired.)
4. Remove engine air inake duct support rods (9,
2. Remove driveshaft guard cover (2, Figure 2-1).
Figure 2-3). Remove any hoses or electrical ca-
Disconnect hydraulic pump drive shaft (4) at the
bles attached to center deck structure.
drive shaft U-joint companion flange mounted on
the alternator (5). 5. Attach overhead hoist to center deck structure.
Remove deck mounting hardware, lift deck from
3. Remove main alternator blower ducts to provide
truck and move to storage area.
clearance to raise the engine off the subframe
mounts. (Refer to Figure 2-2): 6. Disconnect the air cleaner restriction indicator
a. Disconnect cables and hoses as required. nylon tubes at ports on inlet ducts.
b. Remove alternator inlet transition structure (8) 7. Loosen clamps (5) on hump hoses (4) between
and gasket. the four engine air inlet ducts and air cleaner outlet
c. Remove wheel motor cooling air duct transition ducts.
structure (5). 8. Disconnect inlet ducts at each of the four turbo-
d. Cover all openings to prevent entrance of chargers. Remove inlet ducts from truck. Cover
foreign material. openings at turbochargers.
C2-2 Power Module C02017 03/01

FIGURE 2-3. 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

11. Close cab heater shutoff water valves, disconnect
water lines and drain water from the heater core.
Secure water lines away from engine compart-
ment to prevent interference with power module
removal.
12. Drain engine coolant into clean containers for
re-use after engine installation. Coolant capacity
is approximately 195 gal (738 l).
13. Disconnect and remove piping (6, Figure 2-5) from
engine water pump and radiator routed to the
brake system cooling heat exchanger (7).
14. Remove upper radiator support rod (11) at each
side of radiator.
15. Remove capscrews and washers at vertical and
diagonal ladder mounting pads. Lift ladders from
truck and move to storage area.
16. Refer to Air Conditioning System, Section M for
FIGURE 2-4. ENGINE EXHAUST PIPING procedures required to properly remove the refrig-
1. Capscrew 4. Front Exhaust Pipe erant. After the system has been discharged, dis-
2. Lockwasher 5. Rear Exhaust Pipe connect refrigerant hoses routed to cab at the
3. Nut 6. Clamp Bands compressor and receiver/drier (10).
NOTE: System contains HFC-134A refrigerant.

9. Remove exhaust duct clamps (6, Figure 2-4).
Remove capscrews (1), lockwashers (2) and nuts
(3) retaining exhaust pipes to turbocharger outlet
flange. Remove exhaust ducts (4 & 5). Cover
opening on engine exhaust outlets.
Federal regulations prohibit venting air condition-
10. Remove alternator power cable protective cover.
ing system refrigerants into the atmosphere. An
Disconnect all (already marked) electrical cables,
approved recovery/recycle station must be used
oil and fuel lines that would interfere with power
to remove the refrigerant from the air conditioning
module removal (see Figure 2-5). Cover or plug
system.
all lines and their connections to prevent entrance
of dirt or foreign material. To simplify this proce-
dure, most connections utilize quick disconnects.

FIGURE 2-5. POWER MODULE REMOVAL & INSTALLATION
1. Alternator 5. Power Module Sub-frame 8. Front Frame/Sub-frame Mount
2. Rear Power Module Lift Eye 6. Heat Exchanger Piping 9. Front Power Module Lift Eye
3. Rear Frame/Sub-frame Mount 7. Heat Exchanger 10. Receiver/Drier
4. Engine/Alternator Cradle Structure 11. Upper Radiator Support Rod
Power Module Removal 2. Remove capscrews and caps securing subframe

mounting bushings to the subframe support
Recheck to be certain all hoses, electrical cables,
bracket (3) at rear of subframe.
ground straps etc. have been removed.
3. Check engine and alternator to make sure all
cables, wires, hoses, tubing and linkages have
1. Remove capscrews, nuts and washers (8, Figure been disconnected.
2-5) securing front subframe support to main
frame.
Install safety chain around the engine subframe Lift power module only at the lifting points on
cross member and main frame to prevent the subframe and engine/alternator cradle structure.
power module from rolling when the subframe (Refer to Figure 2-5 and 2-7.)
rollers are installed.

FIGURE 2-7. POWER MODULE LIFT POINTS
1. Module Lifting Tool 4. Engine
2. Alternator 5. Power Module Subframe
3. Lifting Points
FIGURE 2-6. SUBFRAME ROLLERS

6. Roll the power module forward sufficiently so that
1. Roller Assembly 3. Capscrews
adequate clearance is provided in front of electri-
2. Subframe
cal cabinet for the lifting device to be attached to
the engine/alternator cradle structure (2, Figure
2-5) and front subframe lifting points (9). Place
4. Locate a jack under the rear of the power module. stands or block under front of subframe and lower
Raise the rear portion of engine subframe and hoist until front of subframe is supported. Install
install subframe rollers (Refer to Figure 2-6). safety chain to prevent subframe from rolling.
Lower the rear portion of the subframe carefully
7. Attach lifting device (1, Figure 2-7) to hoist and
until the rollers rest on the main frame guide rail.
attach to engine/alternator cradle structure and
NOTE: Subframe rollers are supplied in the truck tool front subframe lifting points as shown in Figure
group and can be installed in the storage position after 2-7. Remove safety chain.
use, as shown in Figure 2-6.
8. Raise the power module slightly to determine if
5. Position hoist to front subframe lifting points (9, module is on an even plane. Move the power
Figure 2-5). Raise the engine subframe until the module straight out of truck to a clean work area
engine is on a level plane. Remove the safety for disassembly.
chain.
For further disassembly of the engine, alternator, and
radiator, refer to the appropriate section of this manual.
The complete power module, including the hood

and grille weighs approximately 34,750 lbs. (15,760
kg). Make sure lifting device to be used has ade-
quate capacity.

Power Module 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 before
debris which would interfere with power module
the lifting chains contact the electrical cabinet.
installation.
7. Place stands or blocking under front of subframe
2. Clean the main frame rear support brackets. Apply
to support assembly while repositioning hoist.
a light film of soap solution to each rubber bushing
(3, Figure 2-5) located at the rear of the subframe. 8. Install a safety chain around the truck frame and
the subframe. The safety chain will prevent the
3. Check the subframe rollers making sure they roll
power unit from rolling forward.
freely and are in the “roll–out” position. ( Figure
2-6). 9. Place a small block behind each rear subframe
roller to prevent rolling.
4. Attach a lifting device to engine/alternator cradle
structure and front subframe lifting points (Figure 10. Lower hoist to allow subframe to rest on stands
2-7). and rollers. Remove lifting device.
11. Attach hoist to front lifting eyes on subframe.
12. Remove the small blocks behind the subframe
rollers, remove safety chain, and slowly roll the
power module into position over the main frame
The complete power module, including the hood mounts. Lower hoist until front subframe mounts
and grille weighs approximately 34,750 lbs. (15,760 are aligned and seated on the front, main frame
kg). Make sure lifting device to be used has ade- mounts. Reinstall safety chain.
quate capacity.
13. Place a jack under rear of subframe to support the
power module. Raise power module just enough
to permit removing the subframe rollers.
5. Raise the power module and align the subframe
rollers within the main frame guide rails. 14. Lower the rear portion of the subframe until the
subframe rubber bushings are seated in the
mounting brackets (3, Figure 2-5) located on the
main frame of the truck.
15. After subframe is seated in frame mounts, the
safety chain may be removed from the front sub-
frame member.
16. Install rubber bushings, capscrews, washers and
nuts in the front mounts (8, Figure 2-5). Tighten
capscrews to 525 ft. lbs. (712 N.m) torque.
17. Install the rear subframe mounting caps and se-
cure caps in place with lubricated capscrews.
Tighten capscrews to 407 ft. lbs. (551 N.m)
torque. (Refer to Figure 2-5).
Power Module Hookup

1. Install all ground straps between frame and sub-
frame. Reconnect wire harnesses at power mod-
ule subframe connectors.
2. Install vertical and diagonal ladders on mounting
FIGURE 2-8. POWER MODULE INSTALLATION pads at front bumper.

3. Attach hoist to the front center deck and lift into 8. Connect the hydraulic pump drive shaft compan-
position. Install capscrews, flatwashers, lock- ion flange (4, Figure 2-1) to the alternator (5).
washers and nuts at each mounting bracket. Tighten capscrews to standard torque. Install
Tighten capscrews to standard torque. driveshaft guard (2).
4. Install engine air intake duct supports. Reinstall 9. Connect all remaining electrical, oil, and fuel lines.
intake ducts between turbochargers and air-
10. Connect the air filter restriction indicator hoses.
cleaner outlet ducts (see Figure 2-3). Clamp se-
curely to insure a positive seal is made. (Refer to 11. Close battery disconnect switches.
Figures 2-3 & 2-9 for correct installation and align-
12. Connect hoses routed from cab to receiver/drier
ment examples.) Install exhaust ducts (4 & 5,
and air conditioning compressor.
Figure 2-4) on turbocharger outlet flanges and
pipes at frame crossmember. 13. Refill radiator and service engine with appropriate
fluids. Refer to Section “P” for capacity and fluid
5. Connect the cab heater inlet and outlet hoses and
specifications.
open both valves.
14. Recharge air conditioner system per instructions
6. Install piping (6, Figure 2-5) between heat ex-
in Section M, Air Conditioning System.
changer (7) and engine water pump and radiator.
7. Inspect alternator/wheel motor cooling duct gas-
kets and replace if damaged. Install Alternator
inlet transistion structure (8, Figure 2-2) and
wheel motor duct transition structure (5).
FIGURE 2-9. AIR INLET PIPING CONNECTIONS

COOLING SYSTEM
RADIATOR
Removal
1. Drain coolant from radiator and engine. Be pre-
pared to catch approximately 200 gallons (757
liters) of coolant. If the coolant is to be reused, it
must be stored in clean containers.
approved recovery/recycle station must be used
2. If radiator is being removed without the removal to remove the refrigerant from the air conditioning
of the complete power module, remove grille and system.
hood according to “Removal” instructions in Sec-
tion “B”.
3. Refer to instructions in Section “M” and discharge
the refrigerant from the system with a recovery/re-
cycle station. The system is charged with HFC-
134A refrigerant.
a. Remove refrigerant hose clamps and remove
the receiver/drier (7, Figure 3-1) mounted on
rear, left side of the radiator shroud. Discon-
nect wiring from low pressure switch.
b. Remove clamp and disconnect inlet and outlet
hoses (4 & 5, Figure 3-2) at the condenser.
Remove mounting capscrews (3) and remove
condenser.
c. Cap all hoses to prevent contamination. Re-
move any remaining clamps attaching hoses
and wiring to radiator shroud and reposition to
allow removal of the radiator and shroud as-
sembly.
FIGURE 3-1. RADIATOR INSTALLATION

1. Fuel Cooler 5. Lower Support Rod
2. Radiator 6. Heat Exchanger
3. Upper Hoses 7. Receiver/Drier FIGURE 3-2. AIR CONDITIONER CONDENSER
4. Upper Support Rod 8. Mount Capscrews 1. Grille Structure 4. Inlet Hose
2. Condenser 5. Outlet Hose
3. Mounting Capscrews
C03023 03/01 Cooling System C3-1

FIGURE 3-4. FAN GUARD
1. Fan Guard (LH) 3. Fan Guard (RH)
FIGURE 3-3. RADIATOR PIPING 2. Fan Shroud 4. Engine Subframe
(Bottom View)
1. Drain Cock 4. Outlet Elbow (Rear)

2. Outlet Elbow (Front) 5. Heat Exchanger
3. Radiator Mounting 6. Engine Subframe
Capscrews
4. Disconnect lines at fuel cooler (1, Figure 3-1). NOTE: The radiator and shroud assembly weigh ap-
Remove clamps securing fuel lines to radiator. proximately 5,730 Lbs. (2,600 Kg.).
5. Unclamp and separate all upper tank lines (3)
between the radiator and engine.
10. Remove the upper radiator side support rods (4,
6. Remove outlet elbows (2 & 4, Figure 3-3) at Figure 3-1). Remove lower support rods (5).
bottom tanks. Cap all coolant lines to prevent
11. Remove nuts, lockwashers, flat washers and cap-
contamination.
screws (2, Figure 3-5) from power module sub-
7. Remove and cap hoses from radiator top tank and frame (3) at the lower radiator mounts.
surge tank.
12. Verify all hoses and wiring harnesses have been
8. Remove capscrews and lockwashers to free fan removed. Lift radiator slightly with the hoist, move
guard (1 & 3, Figure 3-4) from radiator shroud (2). assembly forward until clear of engine fan. Move
The two halves of the fan guard may be disas- radiator to work area for service.
sembled and removed or the complete guard may
be moved to the rear to clear the fan shroud
during radiator removal.
9. Attach hoist to lift radiator and take up slack.
C3-2 Cooling System C03023 03/01

4. Install upper support rods (4) and mounting hard-
ware at radiator brackets and front upright brack-
ets. Do not tighten at this time.
5. Adjust the lower stabilizer support rods to position
the radiator perpendicular to the subframe within
±0.12 in. (3.0 mm) measured at top of radiator.
When position is established, tighten locknuts to
525 ft. lbs (712 N.m) torque to lock adjustment.
6. Tighten upper support rod mounts and recheck
perpendicularity of radiator.
7. Tighten nuts on capscrews (2, Figure 3-5) at lower
radiator mounting brackets to standard torque.
8. Install the fan guard using capscrews and wash-
ers removed during disassembly.
9. Install upper radiator hoses and lines between
radiator and engine, seat hoses fully and tighten
clamps securely.
FIGURE 3-5. RADIATOR MOUNT
10. Install lower radiator hoses and lines between
1. Radiator 4. Battery Box
radiator and engine, seat hoses fully and tighten
2. Mounting Hardware 5. Outlet Elbow
clamps. If outlet elbows (2 & 4, Figure 3-3) have
3. Subframe
been removed during radiator removal, install new
gaskets during installation.
11. Route hoses to fuel cooler, clamp in place and
attach to fuel cooler fittings.
12. Reinstall air conditioning system components:
Service a. Install condenser, condenser hoses, and
Radiator service is a specialized function usually not clamps.
accomplished by most maintenance shops. The large b. Install receiver/drier and clamp hoses. Attach
size and weight of the off-road truck radiators dictates wires to low pressure switch.
that a specialized radiator shop be used for service and c. Clamp all hoses and wiring to studs using
repair on the radiators. clamps removed during disassembly. Refer to
Section “M” for complete instructions to evacu-
ate and recharge the air conditioning system
refrigerant supply.
Installation
13. Install grille and hood according to instructions in
1. Attach a hoist to the radiator assembly and lift into Section “B”.
position on the subframe.
14. Make sure all coolant drains are closed, pipe plugs
2. Insert the capscrews, washers, and nuts (2, Fig- installed, and all hoses installed. Service cooling
ure 3-5) at the lower radiator mounting brackets system with the proper mixture of antifreeze as
but do not tighten at this time. recommended in the Lubrication and Service Sec-
3. Inspect rubber bushings for lower support rods (5, tion. Check for static leakage and correct any
Figure 3-1) and replace if worn or damaged. leaks. Start engine and run until cooling system
Install flatwashers, rubber bushings and nuts on reaches operating temperature, recheck the cool-
the lower end of radiator support rods and insert ing system for leakage during engine operation.
rods into the subframe mounting brackets. Insert
remaining bushings, flatwashers and locknuts but
do not tighten. Install rods at radiator brackets and
tighten to standard torque.
C03023 03/01 Cooling System C3-3

RADIATOR FILLING PROCEDURE COOLANT SYSTEM TROUBLESHOOTING
If abnormal coolant temperatures are experienced,

perform the following visual inspections and tests:
1. Check coolant level and thoroughly inspect sys-
tem for leaks.
The cooling System is pressurized due to thermal
a. Check for proper coolant/antifreeze mixture.
expansion of coolant. DO NOT remove the radia-
tor cap while the engine and coolant are hot. Se- b. Follow engine manufacturer’s recommenda-
vere burns may result. tions regarding use of cooling system addi-
tives.
1. With engine and coolant at ambient temperature,
remove radiator cap. 2. Inspect radiator fins for restrictions. Be certain the
air flow through the radiator is not restricted by
Note: If coolant is added using the Wiggins quick fill debris or bent radiator fins.
system, the radiator cap MUST be removed prior to
adding coolant. 3. Visually inspect fan blades for damage. Check
radiator cap sealing surfaces.
2. Fill radiator with proper coolant mixture (as speci-
fied by the engine manufacturer) until coolant is 4. If equipped with a fan clutch, refer to Section “M”
visible in the sight gauge. for complete instructions for test and repairs if
required.
3. Install radiator cap.
5. Refer to engine manufacturer’s Service Manual
4. Run engine for 5 minutes, check coolant level. for information regarding test and replacement of
5. If coolant is not visible in the sight gauge, repeat the coolant system thermostats.
steps 1 through 4. Any excess coolant will be
discharged through the vent hose after the engine
reaches normal operating temperature.
Engine coolant must always be visible in the sight
gauge before truck operation.
C3-4 Cooling System C03023 03/01

POWER TRAIN
ALTERNATOR REMOVAL PROCEDURE
Removal
The following instructions cover the removal of the
main alternator from the engine after the power module
has been removed from the truck. (Refer to Figure
4-1.)
When lifting alternator, attach hoist to lift eyes

only. The alternator weighs approximately 7,990
lbs. (3624 kg). Use a lifting device that can handle
the load safely.
1. Attach hoist with two lifting chains to the two

alternator lifting eyes (8, Figure 4-1).
FIGURE 4-2. CRADLE STRUCTURE
2. Block under rear of engine
1. Cradle Structure 4. Subframe
a. Loosen cradle adjustments setscrews (3, Fig- 2. Jam Nut 5. Gap
ure 4-2). 3. Adjustment Setscrew
b. Loosen engine/cradle capscrews (5, Figure
4-1).
FIGURE 4-1. ENGINE AND ALTERNATOR

1. Alternator 4. Flywheel Housing 6. Engine
2. Capscrews & Lockwashers 5. Capscrews 7. Sub Frame
3. Cradle 8. Alternator Lift Eyes
C04023 03/01 Power Train C4-1

3. Remove access cover at front, right side of the
engine flywheel housing. Reach through the ac-
cess openings and remove twelve [12] capscrews
(6, Figure 4-3) joining the engine drive ring (7) to
the alternator rotor (8). (Rotate crankshaft to
align each capscrew with access hole.)
Be certain all capscrews have been removed!
4. Remove sixteen [16] capscrews (3) securing fly-

wheel housing adapter (2) to the alternator hous-
ing (1).
NOTE: The clearance between the head of the cap-
screw (3) and the Flywheel Housing (4) will not permit
complete removal of the capscrews at all locations. Be
sure all the capcrew threads are completely disen-
gaged from the alternator housing (1).
5. Take up slack in hoist and remove capscrews and

lockwashers (2, Figure 4-1) securing the alterna- FIGURE 4-3. ALTERNATOR TO ENGINE
tor to the cradle structures. MOUNTING
6. Keep alternator as level as possible and move 1. Alternator 6. Capscrew [12 ea.]
away from engine. 2. Flywheel Housing 7. Engine Drive Ring
Adapter 8. Alternator Rotor
7. Note shim location and quantity. Retain shims for 3. Capscrew [16 ea.]
possible use during reinstallation. 4. Engine Flywheel Housing
8. For further disassembly instructions for the alter- 5. Capscrew
nator refer to the General Electric Service Man-
ual.
C4-2 Power Train C04023 03/01

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

Description T.I.R.
Max. Flywheel Housing Bore Eccentricity 0.66 mm
Max. Face Runout Flywheel Housing 0.25 mm
Max. Eccentricity of Flywheel
0.18 mm
(Coupling Assy)
Max. Axial Runout of Flywheel Face
0.25 mm
(Coupling Assy)
FIGURE 4-4. SHIM LOCATION

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

4. Refer to Figure 4-5. Alternator End-play:
a. Using a flat steel bar (3, Figure 4-5) bolted
rigidly to the alternator rotor (2), install a 5/8" -
11 capscrew (4) at each end into the alternator
housing (1). Leave capscrews finger-tight.
b. Move the alternator rotor (2) axially towards the
rear (slip-ring end) by alternately tightening the
capscrews (4) one-half-turn-at-a-time. Do
NOT exceed 12.0 ft. lbs. (16.3 N.m) torque on
each capscrew. This establishes the maximum
permissIble rear travel for the alternator rotor.
c. Alternately loosen the capscrews (4) one-turn-
at-a-time, until all torque is released. Carefully
remove the bar (3).
Note: The object is to leave the rotor in its most
rearward position.
Refer to Figure 4-4.

d. Carefully measure Dimension “A” (Do not
move alternator rotor) at four locations, 90°
apart, and average the measurements.
1st measurement:
2nd measurement:
3rd measurement: FIGURE 4-5. ALTERNATOR END-PLAY
4th measurement:
Dimension “A”: Average 1. Alternator Housing 3. Steel Bar
2. Alternator Rotor 4. Capscrew
e. Add 0.010" to Dimension “A”.
f. Record (d + e) as;
“Measurement A”:
5. Determining Shims:
Compare “Measurement C” (Step 3.c.)
with “Measurement A” (Step 4.f.).
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.
Rotor-to-Drive Ring Alternator-to-Flywheel Housing Adapter

Location “B” Location “D”
Shim Part Number Shim Thickness Shim Part Number Shim Thickness
TM3467 0.004 inch TM3466 0.004 inch
TM3469 0.007 inch TM3468 0.007 inch

Joining Alternator and Engine
When lifting alternator, attach hoist to lift eyes

only. The alternator weighs approximately 7,400
lbs. (3357 kg). Use a lifting device that can handle
the load safely.
1. Use the two top lift brackets provided on the

alternator for lifting. The top front lifting bracket
should be equipped with some method of adjust-
ing the alternator to keep it horizontal.
2. Carefully move alternator into place and engage
the engine drive ring (6, Figure 4-6) into the
alternator rotor drive (7) using shims “B”, if re-
quired (refer to step 5.a. “Determining Shims”).
3. Install flywheel housing adapter capscrews (2)
into alternator housing (1). Tighten to 175 ft. lbs.
(237 N.m) torque.
4. Install capscrews (5) through engine drive ring (6) FIGURE 4-6. ALTERNATOR TO ENGINE
into the alternator rotor adapter (7). Rotate crank- MOUNTING
shaft to access and align holes. Tighten cap- 1. Alternator Housing 6. Engine Drive Ring
screws (5) to 175 ft. lbs. (237 N.m) torque. 2. Point Capscrew 7. Alternator Rotor
3. Flywheel Housing “B” - Drive Shims
5. Install alternator-to-cradle structure mounting
Adapter “D” - Housing Shims
capscrews and washers (2, Figure 4-1) and
4. Engine Flywheel Housing
tighten to 525 ft. lbs. (712 N.m) torque.
6. Tighten engine-to-cradle structure mounting cap-
screws (5, Figure 4-1) to 345 ft. lbs. (465 N.m) The total Engine Crankshaft End-play (step 7)
torque. must equal the original measurement or 0.020
in. (0.51 mm) (alternator end-play), whichever
is smaller.
If the end-play after the alternator and engine
are assembled is less than 0.020 in. (0.51 mm),
and less than the starting engine crankshaft
end-play, RESHIMMING IS REQUIRED.
• Never pry on the engine crankshaft damper!
9. Rotate the crankshaft one full revolution and listen
7. With magnetic base mounted on the front of the for any unusual noise caused by moving compo-
engine and the dial indicator on the front of the nents contacting stationary parts.
crankshaft, measure total crankshaft end-play:
10. Install engine side cover, if removed. Install lock-
Record Total Crankshaft End-play: wire on all alternator mounting capscrews.
8. Compare the step 7 value to the measurement 11. Install access cover on flywheel housing.
taken before alternator was installed on engine.

ENGINE Service
Complete instructions covering the disassembly, as-
Removal
sembly and maintenance of the engine and its compo-
Refer to instructions in previous sections for removal nents can be found in the engine manufacturer’s
instructions for the Power Module, alternator, and ra- service manual.
diator assembly.
Installation
1. Align engine to subframe and install front mount-
ing capscrews and lockwashers (5, Figure 4-7).
The engine weighs approximately 19,430 lbs. (8815 Align and install rear engine mounting capscrews
kg) wet. Be sure lifting devices are capable of and lockwashers (2) through cradle structure, but
handling the load safely. do not tighten at this time. Tighten front mount
1. Disconnect any remaining wiring or hoses be- capscrews to 345 ft. lbs. (465 N.m) torque.
tween the engine and subframe. 2. Install alternator on engine following instructions
2. Remove capscrews and lockwashers (5, Figure for “Engine/Alternator Mating”.
4-7) securing front engine mount to subframe. 3. Tighten rear engine mounting capscrews (2) to
3. Attach spreader bar with lifting straps at front lift 345 ft. lbs. (465 N.m) torque after alternator is
hooks and rear lift hooks (6) on engine. Remove installed.
capscrews and lockwashers (2) at rear engine 4. Adjust setscrew (3, Figure 4-2) to equalize gap (5)
mount securing engine to cradle structure (1). between cradle structure (1) and subframe (4) at
Always use a spreader bar to ensure lift straps are left and right side. Lock setscrew with jam nut (2).
vertical at each lift hook.
4. Lift engine from subframe and move to clean work
area for further disassembly.
FIGURE 4-7. ENGINE MOUNTING

1. Cradle Structure 3. Engine Subframe 5. Capscrews and Lockwashers
2. Capscrews and Lockwashers 4. Engine 6. Engine Lift Hooks

AIR FILTRATION SYSTEM
AIR CLEANERS
Operation
Air required by the diesel engine passes through the The truck engine must be shut down before serv-
air cleaner assemblies mounted on each side of the icing the air cleaner assemblies or opening the
radiator. These air cleaners discharge heavy particles engine air intake system.
of dust and dirt by centrifugal action and then remove Never start the engine with the filter elements re-
finer particles by passing air through filter cartridges. moved. Engine operation with elements removed
can cause serious engine damage.
The engine demand for air creates a vacuum in the air
cleaners and causes outside air to be drawn in through
air inlets on the air cleaners. Dirty air entering here is
drawn through a series of tubes that are designed to
produce a cyclonic action. As the air passes through General Service Information
the outer portion of the tubes, a circular motion is set
up causing dust and dirt particles to be thrown from • Inspect and empty dust collector cups at regular
the air stream into dust collectors (1, Figure 5-1). At the intervals; daily inspection is recommended. Never
same time, the air stream turns and is directed up allow the dust level to build up to the tube (pre-
through the center of the tubes into the filter chamber. cleaner) chamber.
Here the air passes through the main filter element and • During operation or after the engine has been shut
safety filter element and out the clean air outlet to the down, observe the air cleaner vacuum gauges
engine’s air intake system. The function of the safety mounted on the overhead display panel in the
filter is to increase overall reliability and engine protec- operator’s cab. Filter service is required when a
tion. gauge shows maximum restriction.
• Check all engine air inlet tubes, hoses and clamps.
All connections must be air tight to prevent dirt
entry.
• Air cleaner housing fasteners and mountings must
be tight.
• After filter service has been accomplished, reset
air cleaner service vacuum gauges by pressing the
reset button on the face of the gauge.
FIGURE 5-1. ENGINE AIR CLEANERS

1. Dust Collectors 3. Air Intake Cover
2. Precleaner Section 4. Element Cover
C05013 5/98 Air Filtration System C5-1

FIGURE 5-2. AIR CLEANER ASSEMBLY
1. Dust Cap 5. Wing Nut 9. Safety Filter Element 12. Clean Air Outlet
2. Dust Cap Gasket 6. Wing Nut Gasket 10. Main Filter Element 13. Pre-Cleaner Gasket
3. Tube 7. Safety Element Indicator 11. Main Element Gasket 14. Safety Filter Element
4. Unfiltered Air Inlet 8. End Cover Gasket
FILTER ELEMENT REPLACEMENT

1. Follow normal procedures and shut down the 4. Check safety (secondary) filter element indicator
engine. Clean dirt and dust off area around air nut (7). If solid red area is showing, safety filter
cleaner element cover (4, Figure 5-1). replacement is required. If center is green, safety
element does not require service.
2. Loosen large wing nut (5, Figure 5-2) on air cleaner
cover to free main element assembly (10). Pull
main element clear of assembly.
3. Inspect filter element carefully for possible dam-
age, holes, breaks, etc., which might affect reuse Have a new safety (secondary) filter element on
of element. If element appears serviceable other hand before removing old one. Do not keep intake
than being dirty, proceed with the cleaning proce- system open to the atmosphere any longer than
dure. If defects are found in filter element, wing absolutely necessary.
nut assembly (5) must be removed from element
assembly and installed on the new filter element. 5. If indicator indicates safety filter replacement is
required, remove indicator and remove safety fil-
ter element. Discard element; DO NOT attempt to
clean the safety element.
C5-2 Air Filtration System C05013 5/98

6. Reset the indicator nut from red to green by gently MAIN FILTER ELEMENT CLEANING
blowing air into threaded hole from gasket side of
NOTE: Remember that only the main filter elements
nut.
may be cleaned and then only if they are structurally
7. Install new safety element and tighten safety indi- intact. Do not reuse an element that is damaged. DO
cator wing nut to 10 ft. lbs. (13 N.m) torque. NOT clean and reuse the safety (secondary) filter
elements. Replace them with new parts.
8. Install clean or new, main filter element into air
cleaner and secure with wing nut. Tighten wing After inspection, determine the condition of the ele-
nut hand tight, do not use a wrench or pliers. If ment and choose either the washing or compressed
filter element is being reused, make sure sealing air method for cleaning the filter element. If the element
gasket is not damaged. The gasket must seal is clogged with carbon, soot, oil and/or dust, the com-
completely. plete washing procedure will produce the best results.
9. Close and latch the dust collectors on the bottom 1. Wash elements with water and detergent as fol-
of the air cleaner assembly. lows:
a. Soak the element in a solution of detergent and
water for at least 15 minutes. Rotate element
back and forth in the solution to loosen dirt
deposits. DO NOT soak elements for more than
24 hours.
b. Rinse element with a stream of fresh water in
the opposite direction of normal air flow until
rinse water runs clear. Maximum permissible
water pressure is 40 psi (276 kPa). A complete,
thorough rinse is essential.
c. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature
must not exceed 140°F (60°C) and must be
circulated continually. Do not use a light bulb
for drying elements.
d. After cleaning the element, inspect thoroughly
for slightest ruptures and damaged gaskets. A
good method to detect 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 part.
FIGURE 5-3. INSPECTING FILTER ELEMENT

FIGURE 5-4. CLEANING FILTER ELEMENT WITH
COMPRESSED AIR
2. Clean dust loaded elements with dry filtered com-

pressed air:
a. Maximum nozzle pressure must not exceed 30 FIGURE 5-5. REMOVING DUST FROM
psi (207 kPa). Nozzle distance from filter ele- PRECLEANER TUBES
ment surface must be at least one inch (25 mm)
to prevent damage to the filter material. Cleaning Precleaner Tubes
b. As shown in Figure 5-4, direct stream of air from
nozzle against inside of filter element. This is the
clean air side of the element and air flow should
be opposite of normal air flow. Both the main and safety elements must be in-
c. Move air flow up and down vertically with pleats stalled in the air cleaner while Steps 1 and 2 are
in filter material while slowly rotating filter ele- being accomplished to prevent any possibility of
ment. dirt being forced into the engine intake area.
d. When cleaning is complete, inspect filter ele-
ment as shown in Figure 5-3 and if holes or 1. Dust can be removed with a stiff fiber brush. DO
ruptures are noted, discard the element. NOT use a wire brush. Dust may also be removed
effectively using compressed air.
2. Heavy plugging of tubes may require soaking and
washing of complete precleaner section. The fol-
Precleaner Section
lowing instructions cover these procedures.
The tubes in the precleaner section of the air cleaner
NOTE: The precleaner section may be separated from
assembly should be cleaned at least once annually and
the air cleaner assembly without dismounting the com-
at each engine overhaul. More frequent cleaning may
plete air cleaner from the truck.
be necessary depending upon operating conditions
and local environment should tubes become clogged
with oil, sludge or dirt. 3. Remove the air intake cover (3, Figure 5-1). Re-
move capscrews and locknuts holding precleaner
To inspect tubes in precleaner section, remove main
section to the cleaner assembly and remove pre-
filter element. Do not remove the safety element.
cleaner. The safety element must remain in place
Loosen clamps and remove dust collector cup. Use a
to protect the engine intake.
light to inspect the tubes, all tubes should be clear and
the light should be visible. 4. Loosen clamps and remove dust collector cup (1)
from precleaner section. Wash dust cup with
Clean the tubes as follows if clogging is evident.
water and liquid soap solution.

5. Submerge precleaner section (see Figure 5-6.) in AIR INTAKE TROUBLESHOOTING
a solution of Donaldson D-1400 and warm water
(mix solution according to package directions). To insure maximum engine protection, be sure that all
Tube section must be down. Soak for 30 minutes, connections between air cleaners and engine intake
remove from solution and rinse thoroughly with are tight and positively sealed. If air leaks are sus-
fresh water and blow dry. pected, check the following:
6. Severe plugging may require the use of an Oakite 1. All intake lines, tubes and hump hoses for breaks,
202 and water solution. The solution should be cracks, holes, etc., which could allow an intake air
mixed 50% Oakite 202 and 50% fresh water. Soak leak.
precleaner section for 30 minutes, rinse clean with 2. Check all air cleaner gaskets for positive sealing.
fresh water and blow dry completely.
3. Check air cleaner elements, main and safety, for
7. Check precleaner gaskets carefully for any evi- ruptures, holes or cracks.
dence of air leaks and replace if necessary
4. Check air cleaner assembly for structural damage,
8. Install precleaner section, with serviceable gas- cracks, breaks or other defects which could allow
kets, on air cleaner assembly and install all mount- air leakage. Check all mounting hardware for
ing hardware removed. tightness.
9. With a serviceable gasket, install dust collector cup
assembly on precleaner section and secure with
mounting clamps.
FIGURE 5-6. WASHING AND SOAKING

PRECLEANER SECTION

NOTES

SECTION D
ELECTRICAL SYSTEM (24 VDC NON–PROPULSION)
INDEX
24 VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2

ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Battery Charging Alternator (Refer to Section “M”)
BATTERY SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
System Battery Starter Disconnect Relay . . . . . . . . . . . . . . . . . . . . . . D2-3
Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-4
24 VDC Auxiliary Battery Connectors . . . . . . . . . . . . . . . . . . . . . . . . D2-4
Battery Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . D3

PASSENGER SEAT BASE COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
5 Minute Idle Timer Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
Alarm Indicating Device (A.I.D. System) . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
ELECTRICAL INTERFACE CABINET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
TRUCK CONTROL INTERFACE PANEL (TCI) . . . . . . . . . . . . . . . . . . . . . . D3-6
Diode Board (DB1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Diode Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
Body Up switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Hoist Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
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 CON-
TINUE 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 run-
ning.
D01033 Index D1-1

• 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 techni-
cian trained to service the system.
• ALL removal, repairs and installation of propulsion system electrical compo-
nents, 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 techni-
cian 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 ex-
haust air louvers.
After the truck is parked in position for the repairs, the truck must be shut down properly to ensure
the safety of those working in the areas of the deck, electrical cabinet, traction motors, and retarding
grids. The following procedures will ensure the electrical system is properly discharged before repairs
are started.
TRUCK SHUTDOWN PROCEDURE

1. Reduce the engine speed to idle. Place the selector switch in NEUTRAL and apply the parking
brake. Be certain the “Parking Brake Applied” indicator lamp in the overhead panel is illumi-
nated.
2. Place the drive system in the REST mode by turning the Rest switch on the instrument panel
ON. Be certain the REST warning lamp is illuminated.
3. Shut down the engine using the keyswitch. If, for some reason the engine does not shut down,
use the shutdown switch on the center console.
4. After approximately 90 seconds, verify the steering accumulators have bled down by attempt-
ing to steer.
5. Verify the LINK VOLTAGE lights on the electrical cabinet and the DID panel in the cab are OFF.
If they remain on longer than 5 minutes after shutdown, the propulsion system must be in-
spected by a technician trained to investigate the cause.
6. Place the GF Cutout Switch, located in the Information Display Panel at the left side of the Elec-
trical Control Cabinet in the CUTOUT position.
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR AND

ITS CIRCUITS TO DE-ENERGIZE.
Do not attempt to perform Auxiliary Blower Motor or Blower electrical circuit repairs until it
has been verified the system is de-energized.
D1-2 Index D01033

24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The Komatsu truck utilizes a 24VDC electrical system
which supplies power for engine starting circuits and
most non-propulsion electrical components. The DO NOT SMOKE or allow flame around a dead
24VDC engine starting circuit is supplied by four, heavy battery or during the recharging operation. The
duty Type 8D, 12 volt storage batteries. Several com- expelled gas from a dead cell is extremely explo-
ponents require 12VDC and are supplied by circuits sive.
tapped off the starting batteries. Two, smaller, 12VDC
batteries (Type 4D) supply 24VDC for the non-propul-
sion components; Engine Control System, circuit re- Excessive consumption of water indicates leakage or
lays, indicator lamps, etc. overcharging. Normal water usage for a unit operating
The batteries are of the lead-acid type, each containing eight hours per day is about one to two ounces per cell
six 2-volt cells. With the engine “Off”, power is supplied per month. For heavy duty operation (24 hour) normal
by batteries. During engine cranking, power is supplied consumption should run about one to two ounces per
by the four engine cranking batteries only. When the cell per week. Any appreciable increase over these
engine is running, power is supplied by an engine figures should be considered a danger signal.
driven high capacity alternator.
Troubleshooting
Two most common troubles that occur in the charging
system are undercharging and overcharging of the
Lead-acid storage batteries contain sulphuric acid, truck’s batteries.
which if handled improperly may cause serious
An undercharged battery is incapable of providing
burns on skin or other serious injuries to person-
sufficient power to the truck’s electrical system.
nel. Wear protective gloves, aprons and eye pro-
tection when handling and servicing lead–acid Some possible causes for an undercharged battery
storage batteries. See the precautions in Section are:
“A” of this manual to insure proper handling of
Sulfated battery plates
batteries and accidents involving sulphuric acid.
Loose or corroded battery connections
During operation, the storage batteries function as an
electrochemical device for converting chemical energy Defective wire in electrical system
into the electrical energy required for operating the
Loose alternator drive belt
accessories when the engine is shut down.
A defective alternator
Overcharging, which causes overheating, is first indi-
BATTERIES cated by excessive use of water. If allowed to continue,
cell covers will push up at the positive ends and in
Maintenance and Service extreme cases the battery container will become dis-
torted and cracked.
The electrolyte level of each cell should be checked at
the interval specified in the Lubrication and Service Leakage can be detected by continual wetness of the
Section “P”, and water added if necessary. The proper battery or excessive corrosion of the terminals, battery
level to maintain is 3⁄8– 1⁄2 in. (10-13 mm) above the carrier and surrounding area. (A slight amount of cor-
plates. To insure maximum battery life, use only dis- rosion is normal in lead–acid batteries). Inspect the
tilled water or water recommended by the battery case, covers and sealing compound for holes, cracks
manufacturer. After adding water in freezing weather, or other signs of leakage. Check battery hold down
operate the engine for at least 30 minutes to thoroughly connections to make sure the tension is not great
mix the electrolyte. enough to crack the battery, or loose enough to allow
vibration to open the seams. A leaking battery should
be replaced.
D02018 24VDC Electric Supply System D2-1

To remove corrosion, clean the battery with a solution The rate of self-discharge of a battery kept at 100°F
of ordinary baking soda and a stiff, non-wire brush and (38°C) is about six times that of a battery kept at 50°F
flush with clean water. Make sure none of the soda (10°C) and self-discharge of a battery kept at 80°F
solution is allowed into the battery cells. Be sure termi- (27°C) is about four times that one at 50°F (10°C). Over
nals are clean and tight. Clean terminals are very im- a thirty day period, the average self-discharge runs
portant in a voltage regulated system. Corrosion about 0.002 specific gravity per day at 80°F (27°C).
creates resistance in the charging circuit which causes
To offset the results of self-discharge, idle batteries
undercharging and gradual starvation of the battery.
should receive a booster charge (not a quick charge)
NOTE: When washing batteries, make sure cell caps at least once every thirty days. Batteries allowed to
are tight to prevent cleaning solution from entering the stand for long periods in a discharged condition are
cells. attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in the
Addition of acid will be necessary if considerable elec-
majority of cases, irreparably damaged. In less severe
trolyte has been lost through spillage. Before adding
cases, the sulfated battery may be restored to limited
acid, make sure battery is fully charged. This is accom-
service by prolonged charging at a low rate (approxi-
plished by putting the battery on charge and taking
mately 1⁄2 normal rate).
hourly specific gravity readings on each cell. When all
the cells are gassing freely and three successive hourly An undercharged battery is extremely susceptible to
readings show no rise in specific gravity, the battery is freezing when allowed to stand in cold weather.
considered charged. Additional acid may now be
The electrolyte of a battery in various stages of charge
added. Continue charging for another hour and again
will start to freeze at temperatures indicated in the table.
check specific gravity. Repeat the above procedure
until all cells indicate a specific gravity of 1.260-1.265 The temperatures in the table below indicate the points
corrected to 80°F (27°C). at which the first ice crystals appear. Lower tempera-
tures must be reached for a solid freeze. Solid freezing
NOTE: Use 1.400 strength sulphuric acid when making
of the electrolyte may crack the battery case and
specific gravity adjustments. Acid of higher strength
damage the positive plates. As will be noted, a 3⁄4
will attack the plates and separators before it has a
charged battery is in no danger of freezing, therefore,
chance to diffuse into the solution.
a 3⁄4 charge or better is desirable, especially during
If the temperature of the electrolyte is not reasonably winter weather.
close to 80°F (27°C) when the specific gravity is taken,
temperature should be corrected to 80°F (27°C):
• For every 10°F (5°C) below 80°F (27°C), 0.004 SPECIFIC GRAVITY
FREEZING
should be SUBTRACTED from the specific gravity TEMPERATURE -
Corrected to 80°F (27°C)
reading. DEGREES
1.280 -90°F (-70°C)
• For every 10°F (5°C) above 80°F (27°C), 0.004
should be ADDED to the reading. 1.250 -60°F (-54°C)
Idle batteries should not be allowed to stand unat- 1.200 -16°F (-27°C)
tended. If equipment is to stand unused for more than
1.150 + 5°F (-15°C)
two weeks, the batteries should be removed and
placed in a cool, dry place where they may be checked 1.100 + 19°F (-7°C)
periodically and charged when necessary. Remember,
all lead-acid batteries discharge slowly when not in use.
This self discharge takes place even though the battery
is not connected in a circuit and is more pronounced
in warm weather than in cold.
D2-2 24VDC Electric Supply System D02018

BATTERY SUPPLY SYSTEM BATTERY CONTROL BOX
The battery control box (4) is located near the right
24VDC BATTERY CHARGING ALTERNATOR corner of the front bumper. This box contains the
Refer to Optional Equipment, Section “M” for informa- battery disconnect switches and other components
tion regarding the truck battery charging alternator. listed below.
System Battery Starter Disconnect Relay
BATTERY BOX The System Battery Starter Disconnect Relay (7, Figure
2-2) isolates the engine cranking circuit, when the
The truck batteries are located in an enclosure (1, starter is actuated, from the system battery circuits to
Figure 2-1) in the center of the truck behind the front ensure the high current demand in the starter circuit
bumper. For access to the batteries, remove the two does not affect the control system circuits.
covers by turning the cover handles counterclockwise
until released. Lift eyes are attached to the ends of the When the operator turns the keyswitch to the start
enclosure if the entire battery container must be reposition, a signal is sent from the keyswitch to the Truck
moved. Control Interface (TCI) located in the Electrical Inter-
face Cabinet. If all conditions required to engage the
Four Type 8D batteries (2) are installed in the battery starter are acceptable, the TCI panel provides a signal
box and are used for the 24VDC engine cranking circuit to energize the System Battery Starter Disconnect
and the 12VDC circuits. Two Type 4D batteries (3) are Relay, disconnecting the system batteries from the
installed to provide 24VDC for the truck systems other start circuit until the cranking sequence is completed
than engine starting. A System Battery Starter Discon- and cranking battery voltage returns above a pro-
nect Relay isolates these batteries from the engine grammed voltage.
starter circuit during engine cranking.
FIGURE 2-1. BATTERY BOX AND BATTERY CONTROL BOX

1. Battery Box 3. System Batteries
2. Engine Cranking Batteries 4. Battery Control Box

Battery Disconnect Switches
The three battery switches provide a convenient
method of disconnecting the truck batteries from the
truck electrical circuits.
The rear disconnect switch (2) opens the starter battery
circuit only, preventing engine startup while still allow-
ing battery power to the 24VDC control system circuits
if desired.
The front switches are ganged to ensure both are
opened or closed at the same time. The middle switch
(3) disconnects the 24VDC circuit and the front switch
(4) controls the 12VDC circuit.
24VDC Auxiliary Battery Connectors

Two pairs of receptacles (5), located adjacent to the
battery disconnect switches are provided to attach
battery charger leads for charging the truck batteries.
In addition, these receptacles can be used for connect-
ing external batteries to aid engine starting during cold
weather. When external batteries are used, they should
be of the same type (8D) as the batteries installed on
the truck. Two pairs of batteries should be used. Each
pair should be connected in series to provide 24VDC,
with one pair connected to the top receptacle and the
other pair connected to the bottom receptacle on the
truck.
NOTE: If both the truck cranking batteries and the

system batteries are discharged, the system batter-
ies must be recharged before attempting to start
the engine. The external starting batteries provide
additional current for starter motor operation only.
The system batteries are disconnected from the
FIGURE 2-2. BATTERY CONTROL BOX
external (auxiliary) batteries and the truck
mounted cranking batteries while the engine
1. Battery Control Box 5. Auxiliary Battery starter is engaged.
Assembly Connectors
2. Starter Circuit 6. 12VDC Circuit Breaker
Disconnect Switch 7. System Battery Starter
3. 24VDC Circuit Disconnect Relay
Disconnect Switch 8. Battery Equalizer
4. 12VDC Circuit
Disconnect Switch

Battery Equalizer 4. If alternator voltage is outside above limits, refer
to Section “M” for battery charging alternator
The majority of the accessory and control circuits
service information.
operate at 24VDC. Several components however, re-
quire 12VDC (cab window regulator motors, cas- 5. With the engine running, verify voltages at the
sette/radio, cigar lighter etc.). battery equalizer terminals.
A battery equalizer (8) system is utilized to obtain the a. Measure the voltage between the 24 volt and
required 12VDC and ensure that all the truck batteries 12 volt terminals.
are charged and discharged equally. b. Measure the voltage between the 12 volt
terminal and ground.
A 50 amp circuit breaker (6) mounted in the box pro-
tects the 12VDC circuits. 6. If the difference between the voltage measure-
ments above exceeds 0.75 volts, the battery
equalizer is defective and should be replaced.
Troubleshooting
Normal battery maintenance procedures should be
followed according to the intervals specified in the
“Lubrication and Service” section of this manual. Refer
to the “Battery” information in this section for detailed
instructions regarding proper battery maintenance and
service procedures. Prior to troubleshooting the bat-
Always open main battery disconnect switches
tery equalizer system, inspect all battery circuit con-
prior to removing or connecting any wires or ca-
nections for excessive corrosion, loose cables, ground
bles on the Battery Equalizer terminals.
connections etc. Use the following procedure to check
the system if a problem occurs:
1. Check the 12VDC circuit breaker.
a. If the circuit breaker has opened, check circuits
and repair cause.
b. Reset circuit breaker.
2. Check other applicable circuit breakers to deter-
mine if one or more has opened. (Refer to Circuit
Breaker Chart in the following Section for a list of
circuit breakers and the circuits involved.)
a. If the circuit breaker has opened, check circuits
and repair cause.
b. Reset circuit breaker.
3. Check battery voltage with the battery equalizer
connected and the engine running.
a. Verify battery charging alternator output is 27.8
to 28.2 volts.

NOTES

24 VDC ELECTRICAL SYSTEM COMPONENTS
PASSENGER SEAT BASE COMPONENTS
COMPARTMENT
TAIL LIGHT RESISTOR DIODE ASSEMBLIES
The 24 VDC electrical system components shown in
Figure 3-1 are accessed by unlatching the passenger The tail light resistor diode assembly RD1, RD2 (2,
seat base lid and tilting the passenger seat forward. Figure 3-1) is a circuit designed to vary the intensity of
each of the stop/tail lamp bulbs.
The electrical schematics in Section R should be used
when troubleshooting problems with the following With the tail lights on, a resistor in series with the lamp
components. reduces voltage supplied to the lamp, thereby reducing
the lamp intensity. When the service brakes are applied
and the stop lights are activated, current flows from the
stop light relay, through a diode, bypassing the resistor
and applies 24 VDC to the lamp filament.
Do not attempt repairs until the truck is properly RD1 controls the left lamp and RD2 controls the right
shut down. Dangerous voltage levels are present lamp. No adjustments are available or necessary.
in the propulsion system while the engine is run-
ning and for a period of time after shutdown. Refer 5 MINUTE IDLE TIMER COMPONENTS
to Section D Index for additional warnings. The 5 minute idle timer circuit automatically provides
approximately 5 minutes engine idle time before actual
engine shutdown occurs. This system allows the en-
gine cooling system to circulate coolant to reduce and
TRUCK SHUTDOWN PROCEDURE stabilize engine component temperatures, when en-
1. Reduce the engine speed to idle. Place the selec- gine power requirements are minimal, resulting in ex-
tor switch in NEUTRAL and apply the parking tended engine life.
brake. Be certain the parking brake applied indi- The circuit is controlled by a 3-position rocker switch.
cator lamp in the overhead panel is illuminated. Pressing the bottom of the switch will turn the circuit
2. Place the drive system in the REST mode by OFF. The engine will shut down by use of the Key
turning the Rest switch on the instrument panel Switch, console mounted Engine Shutdown Switch, or
ON. Be certain the REST warning lamp is illumi- the Ground Level Shutdown Switch.
nated. With the rocker switch in the middle position, the circuit
3. Shut down the engine using the keyswitch. If, for is ON, but does not activate the 5 minute idle timer
some reason the engine does not shut down, use circuit. The engine can be shut down immediately
the shutdown switch on the center console. using any one of the three switches described above.
4. Verify the LINK VOLTAGE lights on the electrical When the top of the switch is depressed and held
cabinet and next to the the DID panel in the cab momentarily, the idle timer circuit is activated. When
are OFF. If they remain on longer than 5 minutes released, the switch will return to the ON (middle)
after shutdown, the propulsion system must be position, and the 5 minute idle timer circuit is latched
inspected by a technician trained to investigate on through the switch. The engine will not shut down
the cause. with the Key Switch. Moving the Key Switch to the OFF
position, will cause the engine to shut down after the 5
5. Place the GF Cutout Switch in the CUTOUT posi- minute time delay is completed. The normal shutdown
tion throughout test and troubleshooting proce- sequence will then occur.
dures. (See Figure 3-1, page E3-2, Propulsion
System, for switch location.) However, if during the 5 minute idle timing sequence,
the 5 minute delay switch (on the instrument panel) is
6. Verify the steering accumulators have bled down pressed to the OFF position, the console shutdown
by attempting to steer. switch is depressed, or the Ground Level Shutdown
switch is activated, the engine will shut down immedi-
ately, followed by the normal shutdown of all systems.
D03019 04/01 24VDC System Components D3-1

FIGURE 3-1. PASSENGER SEAT BASE COMPARTMENT
1. Seat Base 7. 5 Minute Idle Contactor 12. 5 Minute Idle Relay
2. Tail Light Resistor/Diodes (RD1/RD2) 8. Inclinometer 13. Connector (RP226)
3. Terminal Board (TB13) 9. Hoist Control 14. Connector (RP231)
4. Terminal Board (TB12) 10. Compartment Service Light 15. Connector (RP230)
5. Terminal Board (TB11) 11. Brake Warning Buzzer (BWB) 16. AID Module
6. 5 Minute Idle Timer
D3-2 24VDC System Components D03019 04/01

5 Minute Idle Timer BRAKE WARNING BUZZER (BWB)
The 5 minute idle timer (6) circuit is activated when the The brake warning buzzer (11) provides an audible
operator presses the 5 minute idle timer engine shut- alarm for the operator if a malfunction occurs in the
down switch mounted on the instrument panel. (This is hydraulic service brake system. Refer to Section J for
a momentary switch that also latches the 5 minute idle additional operational details.
timer in the energized position.) When the timer is
energized, internal contacts close and energize the ALARM INDICATING DEVICE (AID) SYSTEM
relay and contactor described below.
The Alarm Indicating Device (16, Figure 3-1) used on
Haulpak trucks is a device which is connected in the
5 Minute Idle Relay
electrical accessories circuits to provide the operator
The relay (12) contacts close when the idle delay timer with a warning indication of a malfunction. This system
is energized. When the contacts are closed, the AID consists of up to eight printed circuit cards, located
system “5 minute idle timer” indicator lamp circuit under the passenger seat in the operators cab. The
(23LI) on the overhead display is grounded, turning the actual quantity of cards will depend on options installed
lamp on. on the truck.
The AID system enables the indicating lights to be
5 Minute Idle Contactor
flashing or constant. The AID also has the capability of
The contactor (7) energizes the idle timer and main- operating an audible alarm along with the light. The
tains current flow to the engine “run” circuit if the eight printed circuit cards are (refer to Figure 3-2):
operator turns the key switch off. • Diode Matrix (With Sound) Card (Slot 1)
5 Minute Idle Circuit Test • Diode Matrix (Without Sound) Card (Slot 2)
• Hot Switch Inverter Card (Slot 3)
Check 5 minute idle timer circuits as follows:
• Hot Switch Inverter Card (Slot 4) (Not Used)
1. With the key switch ON, press the Engine Shut-
down switch firmly to the momentary position and • Temperature Card (Slot 5) (Not Used)
release (switch will return to the ON position). • Oil Level Card (Slot 6)
2. Turn the key switch OFF and verify the following: • Temperature and Latch Card (Slot 7)
Circuit 712 (to ground) remains 24 volts for ap- • Coolant Level and Flasher Card (Slot 8)
proximately 5 minutes. After 5 minutes, the voltage NOTE: Each card is identified with a number which
drops to 0. corresponds with a mating number on the housing. If
The 5 minute idle indicator lamp on the overhead cards are removed, make sure card numbers corre-
display is ON when circuit 712 reads 24 volts. spond with housing numbers during installation (See
Figure 3-2).
3. Repeat step 1. While monitoring voltage at circuit
712, turn the key switch OFF. Push the engine The following briefly describes each card and its func-
shutdown switch off. tion. Refer to Section “R” for circuit components de-
Verify voltage at circuit 712 drops to 0 when the scribed below.
shutdown switch is pushed to OFF.
INCLINOMETER Coolant Level/Flasher

The inclinometer is used by the on-board load weigh- The Coolant Level and Flasher Card contains two sepa-
ing system to determine whether the truck is on a level rate circuits. The flasher circuit at the top of the card
surface or tilted fore or aft. The information provided has Q12 transistor biased to be saturated when no
by the inclinometer is sent to the weighing system for malfunction is present, resulting in there being 24 volt
use in calculating the payload. Refer to Section M for positive output on pin “H” of the card and on wire 12F.
detailed information on the inclinometer and on board When a indicating circuit is activated, the ground side
load weighing system. of the circuit connected to card pin “K” is grounded.
Q12 will turn off initially and then after a delay, adjusted
by R20, will turn on and off to give the intermittent 24
volt output.

Temperature and Latch
The Temperature and Latch Card has two circuits to
operate two different indicating lights. The temperature
circuit is controlled by a coolant temperature sensor
which decreases electrical resistance as its tempera-
ture increases. It will have a resistance of approxi-
mately 1000 ohms at 185oF (85oC) and 500 ohms at
250oF (122oC). Normal setting is 204oF (96oC).
When the temperature is low and the resistance is high,
Q1 is off and no high temperature indication occurs.
When the coolant temperature is excessive, resistance
decreases to a point where Q1 will turn on and ground
the flasher through D8, the alarm horn through D12,
and the High Temperature Light through terminal D8.
R14 can adjust the temperature (resistance) at which
the circuit is activated.
NOTE: Some electronic engine controls monitor cool-
ant temperature. If the engine controls monitor the
circuit, a 2KΩ resistor is installed to replace the tem-
perature sensor and disable the AID system circuit.
The Latch Circuit monitors the accumulator precharge
pressure switches. When one of the pressure switches
closes, Q5 will be turned off which supplies power to
FIGURE 3-2. AID SYSTEM CARD ENCLOSURE the gate of SCR Q7. With Q7 turned on, Q9 will supply
the ground path to turn on the Low Accumulator Pre-
1. Diode Matrix With Sound
charge Indicator Light and sound the alarm horn. The
2. Diode Matrix Without Sound
Indicator Light is connected to 12F and will flash off and
3. Hot Switch Inverter
on. The SCR will remain on until power is removed from
4. Hot Switch Inverter (Not Used)
the card by turning the key switch “Off”.
5. Temperature & Latch
6. Coolant Level & Flasher
Hot Switch Inverter

The other half of the circuitry on the Coolant Level and
Flasher Card operates the Coolant Level Light. The The Hot Switch Inverter Card (Slot 3) is used to operate
Water Level Probe connected to terminal B11 grounds and test the service brake indicator light. In normal
the 31L circuit when the coolant in the radiator is above conditions Q4 transistor is off and the Indicator Light is
the probe position. The coolant saturates the probe off. When the stoplight switch is activated, 24 volts is
and electrically grounds the circuit. When the circuit is sent to pin “E” of the Hot Switch Inverter Card. Tran-
grounded, Q6 transistor is off, resulting in no indication. sistor Q4 is turned on by this voltage and, in turn,
When the coolant level drops below the probe, 31L is grounds the service brake Indicator Light. There is no
no longer grounded and Q6 turns on to ground the alarm horn operation with this card.
flasher through D5, ground the Coolant Level Light
A second circuit on this card is used to operate and
through terminal D11, and ground the alarm horn
test the Retard Speed Control indicator light. When
through D6. The light and alarm horn will operate
RSC is turned Off, transistor Q7 is off and the indicator
intermittently as their 24 volt supply is from circuit 12F,
light is off. When RSC is turned on, 24 volts is sent to
the flasher output.
pin “J” of the card. This voltage turns on Q7, grounding
NOTE: Some electronic engine controls monitor cool- the indicator light circuit.
ant level. If the engine controls monitor the circuit, a
2KΩ resistor is installed to replace the probe and
disable the AID system circuit.

Hot Switch Inverter Card (Slot 4) (Not Used) Diode Matrix (With Sound)
The Diode Matrix With Sound Card works very much
Oil Level
like the other Diode Matrix Card, except that it contains
The Oil Level Card is used to turn on the Low Oil Level extra diodes to activate the alarm horn in addition to
Indicator Light to warn the operator engine oil/hydrau- the flasher. The circuits connected to terminals A1
lic tank oil level is below acceptable levels. The oil float through A8 operate in the same manner.
is connected to a variable resistor. As the oil level
decreases, the resistance goes down causing Q3 to
turn on, grounding the indicator light and alarm horn.
Lamp Test
All of the card circuits are connected to the Lamp Test
Switch on the overhead display area. In normal opera-
Temperature
tion, these circuits are open and not functional. When
The Temperature Card (Optional) is used to turn on the operator pushes the Lamp Test Switch, it activates
the High Oil Temperature Indicator Light. The indicator all the indicator circuits by grounding them. This is used
light tells the operator that the hydraulic tank oil tem- to verify that all lamps are functional.
perature has exceeded acceptabale levels. Normal
temperature setting is 250oF (121oC). As the tempera-
ture goes up the resistance in the probe decreases
providing a ground path for the indicator light and
alarm horn.
Diode Matrix (Without Sound)

The Diode Matrix Without Sound Card consists of a
series of diodes capable of working with eight 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 inten-
sity of the lamps. These lamps are fed by circuits 12FD
(flashing) and 12MD (steady).
When an indicator circuit is not activated, there is no
ground circuit for the bulb. When the Indicator detect-
ing switch activates the circuit, it grounds the lamp and
grounds the flasher circuit through the diodes. Any
circuits connected to terminals C1 through C8 will
operate in the same manner. The alarm horn is not
activated by this card.

ELECTRICAL INTERFACE CABINET TRUCK CONTROL INTERFACE PANEL
The Electrical Interface Cabinet (1, Figure 3-3) is The Truck Control Interface Panel (TCI) (6, Figure 3-3)
mounted near the rear of the cab and on the left side is the main interface between truck systems and de-
of the main electrical control cabinet. The cabinet vices and service personnel. This panel is used in
houses various components for the 24VDC circuits, conjunction with the Diagnostic Information Display
engine controls and the 17FL349, Truck Control Inter- (DID) located in the operator’s cab.
face Panel (TCI). The TCI panel provides the following functions:
The following information describes the components • Communicates with the Propulsion System Con-
in the cabinet and their operation. Additional, detailed troller (PSC) to exchange propulsion control sys-
information for operation and troubleshooting proce- tem status and control data and to provide the PSC
dures not included below can be found in Section “E” with truck systems status data.
of this manual, the engine manufacturer’s service pub-
• Communicates with the Diagnostic Information
lications and the appropriate G.E. publications. Refer
Display (DID) to exchange PSC and/or TCI diag-
to Section “R” of this manual for system schematics.
nostic and parameter data. Refer to Section “E” for
Refer to Figure 3-3 for location of the following compo-
additional information.
nents.
• Communicates with the Auxiliary Blower System
to exchange diagnostic data.
LUBRICATION SYSTEM TIMER • Communicates with a Portable Test Unit (PTU) to

exchange TCI PTU data.
Automatic Lubrication System activation frequency
• Communicates with a Modular Mining Dispatch
can be adjusted by removing the timer (4) cover and
System to exchange truck status data.
selecting one of five different timing intervals available.
System “on” time is automatically determined by the • Monitors engine control system, payload informa-
timer and is not adjustable. tion, ambient and propulsion system temperature,
operator control inputs etc.
Refer to Section “M” for additional automatic lubrica-
tion system details. • Controls the engine start sequence.
• Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls the
park brake solenoid.
BAROMETRIC PRESSURE TRANSDUCER
• Processes front wheel speed signals for the PSC
The Barometric Pressure Transducer (9) monitors and speedometer.
barometric air pressure, providing a signal to the Truck
Control Interface panel (TCI) and Propulsion System
Controller (PSC).
CONTROL POWER RELAY
The Control Power relay (18) is energized when the Key
SPECIAL INTERFACE MODULE Switch and Control Power switch (located in the main
electrical cabinet) are turned on. When closed, the
The Interface Module (2) receives a load curve (PWM) relay connects the battery circuit (circuit # 11) to create
signal from the engine controls and converts it to a 0 circuit # 71, the B+ source for many of the low voltage
to 10 volt signal for use by the Propulsion System system components.
Controller (PSC).
CIRCUIT BREAKER PANEL

POWER DISTRIBUTION TERMINALS
A panel (10) adjacent to the TCI panel in the Electrical
A 24 VDC terminal (17) and a 12 VDC terminal (19) are Interface Cabinet contains the cabinet service lights
mounted on the left wall of the cabinet. These terminals on/off switch (1, Figure 3-4) and circuit breakers CB1
distribute battery voltage and 12 VDC for devices re- though CB12 (2). Refer to Circuit Breaker Chart at the
quiring reduced voltage. This 24 VDC terminal is a end of this Section for functions and circuits.
convenient test point for measuring battery voltage
during troubleshooting procedures.

FIGURE 3-3. ELECTRICAL INTERFACE CABINET
1. Cabinet Assembly 8. Cabinet Service Light 15. Cable Entrance Panel
2. Special Interface Module (SIM) 9. Barometric Pressure Transducer 16. Diode Board (DB1)
3. Relay Board (RB1) 10. Circuit Breaker Panel 17. 24 VDC Terminal
4. Lincoln Lube System Timer 11. Relay Board (RB2) 18. Control Power Relay
5. Relay Board (RB6) 12. Relay Board (RB3) 19. 12 VDC Terminal
6. Truck Control Interface Panel (TCI) 13. Relay Board (RB4) 20. Cabinet Left Wall
7. Relay Board (RB7 - Not Used) 14. Relay Board (RB5) 21. Cabinet Right Wall

FIGURE 3-4. CIRCUIT BREAKER PANEL
1. Cabinet Service Light Switch
2. Circuit Breakers
DIODE BOARD - DB1

The diode board (16, Figure 3-3) contains replaceable
diodes. Some of the diodes are used in the coil circuit
of various relays to suppress the resultant coil voltage
spike when power is removed from the circuit, prevent-
ing damage to other circuit components (lamp fila-
ments etc.). Other diodes are used to control the flow
of current in a circuit as required. Resistors or diodes
may also be installed in sockets P7 through P12 (3, FIGURE 3-5. DIODE BOARD 1
Figure 3-5). Refer to the schematics in Section “R” for
specific circuits.
1. Diode Board 1 (DB1) 3. Sockets (P7 - P12)
Diode board, DB1 contains 24 replaceable diodes. The 2. Connectors (P1 - P6) 4. Diodes (D1 - D23)
diodes are mounted on a plug-in connector for easy
replacement. 2. An analog ohmmeter can be used to test the diode
as follows:
Diode Testing
a. Place the meter on the “X100” scale.
Refer to the electrical schematic in Section R of this b. With the red meter lead (+ ) on the banded end
manual for the specific circuit and diode to be tested. of the diode and the black lead (-) on the other
If a diode failure is suspected, remove and check the diode lead, the meter should read between
diode as follows: 1000 and 2000 ohms.
1. Grasp the diode connector, compressing the lock- c. Reverse the meter leads and read infinite resis-
ing “ears” while pulling the connector off the tance.
board. Note the connector “key” used to ensure 3. If no resistance is read on the meter, the diode is
correct polarity. open and must be replaced.
NOTE: Some digital multimeters are designed to test 4. If the meter reads zero ohms, the diode is shorted
diodes. If this type is used, follow the manufacturer’s and must be replaced.
instructions for proper test.
5. Orient the diode assembly for proper polarity
(“key” noted in step 1.) and insert connector until
locked in position on mating receptacle.

RELAY BOARDS Service
The Electrical Interface Cabinet contains six relay To replace a relay:

boards to provide control for many of the 24VDC
circuits. Two types of boards are used; those contain- NOTE: The relays are labelled to identify the applicable
ing circuit breakers in addition to 24VDC relays and a circuits and components Also, refer to the Circuit
PC board for special functions, and a second type Breaker Chart at the end of this Section.
containing relays only. 1. Remove one screw (10, Figure 3-6) holding the
All relays are interchangeable. The circuit breakers are crossbar in place and loosen the other screw.
interchangeable, providing the circuit breaker capacity 2. Swing crossbar away.
is the same. Do not interchange or replace any
circuit breaker with one of a different capacity than 3. Gently wiggle and pull outward to remove relay
specified for the circuit. Serious damage or a fire may (11).
result if the wrong capacity breaker is used. 4. Line up tabs and install new relay.
RELAY BOARDS RB1, RB2, RB3, RB4, RB5 5. Place crossbar in original position and install
screw (10) that was removed and tighten both
Each relay board of this type is equipped with five green screws.
lights (9, Figure 3-6) and one red light (7). Four green
lights are labeled K1, K2, K3, or K4. These lights will be To replace a circuit breaker:
“ON” only when that particular control circuit has been
switched “ON” and the relay coil is being energized. NOTE: Always replace a circuit breaker with one of the
The light will not turn on if the relay board does not same amperage capacity as the one being removed.
receive the 24 volt signal to turn “ON” a component. 1. Place battery disconnect switches in the “OFF”
Each relay board has a 5th green light that has a position.
different function on each board.
2. Unplug all wiring harness(s) from relay board.
The red “Breaker Open” light (if “ON”) indicates that a Remove four relay mounting screws and remove
circuit breaker (on that relay board) is in the “OFF” relay board from truck.
position. A light on the overhead display panel will also
illuminate, informing the operator that a circuit breaker 3. Remove four hold down screws (3) (one in each
is in the “OFF” position. The red breaker open light will corner) in circuit breaker cover plate and all circuit
turn “ON” whenever there is a voltage difference breaker screws. Remove cover plate from circuit
across the two terminals of a circuit breaker. breakers.
If a control switch has been turned “ON” and a green 4. Remove nuts and star washer from back side of
(K) light is “ON”, but that component is not operating, circuit board that holds the breaker in place.
check the following on the relay board for that circuit: 5. Lift out circuit breaker. Retain flat washers that
Check for a circuit breaker that is in the “OFF” were between inner circuit breaker nut and relay
position or a red (breaker open) light is “ON”. If board.
a circuit breaker is “OFF”, turn it “ON”. Check 6. Install one nut and two flat washers to each pole
operation of component. If it trips again, check on the circuit breaker. Nuts must be adjusted to
the wiring or component for cause of overload. the same height as on the other circuit breakers.
The contacts inside the relay may not be closing, This is necessary so when cover plate is installed,
or the contacts may be open, preventing an it will not press circuit breaker into, or pull up on,
electrical connection. Swap relays and check the circuit board. Install new circuit breaker of the
again. Replace defective relays. same capacity rating as the one removed.
Check the wiring and all of the connections be- 7. Install star washer and nut to circuit breaker poles
tween the relay board and the component for an (on the back side) and tighten nuts.
“open” circuit. 8. Install cover plate and all screws removed during
Defective component. Replace component. disassembly.
Poor ground at the component. Repair the

ground connection.

To replace a circuit panel card RELAY BOARD IDENTIFICATION
DO NOT remove the small screws that hold the cover The six relay boards are identified as follows:
plate to the circuit panel. Replace circuit panel as a
complete assembly. (Refer to Figure 3-3 for location.)
• Relay Board 1. . . . . . . . . . Clearance/Turn Signal
1. Place battery disconnect switches in the “OFF”
position. • Relay Board 2. . . . . . . . . . . . . . . . . Payload Meter
2. Remove the two mounting screws (6, Figure 3-6) • Relay Board 3. . . . . Stop, Retard, Backup Lights
and carefully remove the circuit panel card from • Relay Board 4. . . . . . . . . . . Parking Brake, Horn,
the relay board. . . . . . . . . . . . . . . . . . . Body-up, Engine Cranking
3. Line up the new circuit panel in slots and with the • Relay Board 5. . . . . . . . . . . . . . . . . . Head Lights
socket on the relay board and install carefully. • Relay Board 6. . . . . . . . . . . . . Engine Functions,
4. Install two mounting screws (6). . . . . . . . . . . . . . . . . Mid/Full Load Signals to PSC
. . . . . . . . . . . . . . . . . . . . . . Backup Lights & Horn
Refer to Circuit Breaker Chart for electrical circuit iden-
tification numbers.
FIGURE 3-6. TYPICAL RELAY BOARD

(RB4 Shown)
1. Relay Board
2. Main Harness Connector
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
13. Circuit Harness Connector

RELAY BOARD FUNCTIONS Relay Board 3 (RB3)
The following describes the components and functions 1 - Light Module Display card
of each relay board.
1 - Rev Light (Green): This light is “ON” whenever the
selector switch is in the “reverse” position, and the
Relay Board 1 (RB1)
key switch is in the “ON” position.
1 - Flasher Power Light (Green): This light will be
4 - 15 amp circuit breakers
“ON” when the turn signals or hazard lights are
activated. (CB16, CB17, CB18, CB19)
> K1 light will be “ON” during right turn signal op- 4 - Relays
eration • Manual Back-up Lights Relay (K1)
> K2 light will be “ON” during left turn signal opera-
• Stop Lights Relay (K2)
tion
• Retard Lights Relay (K3)
> K3 light will be on when clearance lights are acti-
vated. • Slippery Road Relay (K4) (Not used)
> K4 light will be flashing when the turn signals or
Relay Board 4 (RB4)
hazard lights are in operation.
1- Steering Pressure Bleed Down Timer Module
NOTE: If circuit breakers (CB13 & CB15) are in the off
card.
position, no warning will be noticed until the clearance
light switch is turned “ON”. 1 - Bleed Down Light (Green): This light is “ON” when
the bleeddown solenoid is being energized. The
1 - Flasher Module card.
bleeddown timer will energize the solenoid for 90
3 - 15 amp circuit breakers (CB13, CB14, CB15) seconds after key switch is turned “OFF”.
4 - Relays 2 - 5 amp circuit breakers (CB20, CB22)
• Right Turn/Clear Light Relay (K1) 1 - 15 amp circuit breaker (CB21)
• Left Turn/Clear Light Relay (K2) 4 - Relays
• Clearance Lights Relay (K3)
• Park Brake Failure Relay (K1)
• Flasher Relay (K4)
• Engine Cranking Oil Pressure Interlock Relay
(K2)
Relay Board 2 (RB2)
• Horn Relay (K3)
1 - Data Storage Module card.
• Body Up Relay (K4)
1 - Payload Stored Light (Green): This light is “ON”
for one second when the payload meter actually Relay Board 5 (RB5)
stores the load data into memory.
1 - Light Display Module card
1 - 5 amp circuit breaker (CB29) (To payload meter)
1 - Lights Control Light (Green): This light is “ON”
1 - 15 amp circuit breaker (CB28) (To payload lights when 24 volts is being supplied to the battery
& relays) terminal of the light switch.
4 - Relays 5 - 15 amp circuit breakers
• Light Relay 1 (Green) (K1) (CB23, CB24, CB25, CB26, CB27)
• Light Relay 2 (Amber) (K2) 4 - Relays
• Light Relay 3 (Red) (K3) • Left Low Beam Relay (K1)
• Light Control Relay (K4) • Right Low Beam Relay (K2)
• Left High Beam Relay (K3)
• Right High Beam Relay (K4)

Relay Board 6 (RB6) Installing Additional Circuits
Relay board 6 (Figure 3-7) does not contain circuit To add an additional circuit with a relay, connect the
breakers or modular cards. Additional circuits may be wires as described below:
added by utilizing the empty relay sockets provided.
The control circuit for the relays are the “+ ” and “-”
The following relays are installed on RB6: terminals:
• Back-up Lights & Horn Relay (K1) • “+ ” terminal is for positive voltage.
• Engine Run/Ignition Relay (K2) • “-” terminal is for grounding of the control circuit.
• Spare Socket (K3) • Either circuit can be switched “open” or “closed”
• Engine Retard Speed Relay (K4) to control the position of the relay.
• Spare Socket (K5)

• Full Load Signal to PSC Relay (K6) The terminals of the switched circuit from the relay
• 70% Load Signal to PSC Relay (K7) contacts are labeled as follows:
• Spare Socket (K8) • NC - Normally Closed

• COM - Common
• NO - Normally Open
> “COM” terminal is for the voltage source (pro-
tected by a circuit breaker) coming into the relay
which will supply the electrical power for the com-
ponent being controlled.
> “NC” terminal is connected (through the relay) to
the “COM” terminal when the relay is not ener-
gized (when the control circuit terminals “+ ” & “-”)
are not activated).
> “NO” terminal is connected (through the relay) to
the “COM” terminal when the relay is energized
(by the control circuits “+ ” & “-”) being ener-
gized).
If Relay Board 6 must be removed and replaced,

be certain to note correct orientation of board!
Improper orientation will result in incorrect hookup
to existing wire harness.
FIGURE 3-7. RELAY BOARD 6

1. Relay Board (RB6) 3. Relays (K1 - K8)
2. Terminal Strips (TS1 - TS8)

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

1. Switch Mounting Bracket 3. Proximity Switch 5. Adjustment Capscrews
2. Adjustment Capscrews 4. Actuator Arm

HOIST LIMIT SWITCH
The hoist limit switch (5, Figure 3-9) is located inside
the right frame rail above the rear suspension (near the
body pivot pin). The hoist limit switch is designed to
stop the hoist cylinders before reaching full 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 con-
tacts close, an electrical signal is sent to the hoist-up
limit solenoid valve (located in the hydraulic compo-
nents cabinet) to prevent further oil flow to the hoist
cylinders.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assembly.
Adjustment
With body raised and hoist cylinders within 6 in. (152
mm) of maximum travel, make the following adjust-
ment.
1. Adjust limit switch to achieve an air gap (dimen-
sion “A”) of 0.50 to 0.56 in. (12.70 to 14.30 mm)
between sensing area and actuator arm (3).
Retighten capscrews.
Service FIGURE 3-9. BODY LIMIT SWITCH ADJUSTMENT

Keep sensing area clean, free of metallic dust and other 1. Body 4. Switch Mounting Plate
debris that may damage or inhibit operation of the limit 2. Frame 5. Hoist Limit Switch
switch. If the switch is not functioning or damaged the 3. Actuator Arm
unit must be replaced.

CIRCUIT BREAKERS
AMPS DEVICE(S) PROTECTED CIRCUIT LOCATION
CB00 50 12 Volt Power Source 11B1 Battery Control Box
CB1 5 Fan Clutch Power 440 Electrical Interface Cabinet
CB2 20 ECM Main Power 240M Electrical Interface Cabinet
CB3 20 ECM Main Power 241M Electrical Interface Cabinet
CB4 20 ECM Rec. Power 240R1 Electrical Interface Cabinet
CB5 20 ECM Rec. Power 241R1 Electrical Interface Cabinet
CB6 15 Engine Service Lights 11SL Electrical Interface Cabinet
CB7 10 Lincoln Lube Solenoids 68 Electrical Interface Cabinet
CB8 10 Body-up Limit Switch/Solenoid 712H Electrical Interface Cabinet
CB9 10 Spare Electrical Interface Cabinet
CB13 15 Clearance Lights 11CL RB1, Elect. Interface Cabinet
CB14 15 Turn Signals 11Z RB1, Elect. Interface Cabinet
CB15 15 RD1, RD2, & Tail Lights 41T RB1, Elect. Interface Cabinet
CB16 15 Dynamic Retard Lights 44C RB3, Elect. Interface Cabinet
CB17 15 Manual Back-up Lights 47B RB3, Elect. Interface Cabinet
CB18 15 Stop Lights 44A RB3, Elect. Interface Cabinet
CB19 15 Back-up Horn 79A RB3, Elect. Interface Cabinet
CB20 5 439E Circuit & Park Brake Fail Relay Coil 439E RB4, Elect. Interface Cabinet
CB21 15 Steering Bleeddown, Horn 11A RB4, Elect. Interface Cabinet
CB22 5 Relay Board RB6, K2 coil (Engine Run/Ignition) 23D RB4, Elect. Interface Cabinet
CB23 15 Low Beam Headlight, L.H. 11DL RB5, Elect. Interface Cabinet
CB24 15 Low Beam Headlight, R.H. 11DR RB5, Elect. Interface Cabinet
CB25 15 High Beam Headlight, L.H. 11HL RB5, Elect. Interface Cabinet
CB26 15 High Beam Headlight, R.H. 11HR RB5, Elect. Interface Cabinet
CB27 15 Headlight Switch 11D RB5, Elect. Interface Cabinet
CB28 15 Payload Meter 39J RB2, Elect. Interface Cabinet
CB29 15 Payload Meter 39G RB2, Elect. Interface Cabinet
CB30 15 Hazard Light Switch 11L Power Distribution Module
CB31 15 Cab Heater/AC Blower Motor 12H Power Distribution Module
CB32 15 Warning Lights, A.I.D. Module 12M Power Distribution Module
CB33 Not Used Power Distribution Module
CB36 10 Cigar Lighter 11B2 Power Distribution Module
CB37 10 Windshield Washer & Wiper 712W Power Distribution Module
CB38 5 Fuel, Engine Temperature, Oil Pressure, Voltmeter Gauges 712D Power Distribution Module
CB40A 5 Accessory Plug (12VDC) 12GE Power Distribution Module
CB40B 10 Radio/Cassette Player 11B4 Power Distribution Module
CB41A 15 Cab Door Window, L.H. 11B6 Power Distribution Module
CB41B 15 Cab Door Window, R.H. 11B7 Power Distribution Module
CB42 15 Air Seat 712A Power Distribution Module
CB43 10 Start Signal 21S Power Distribution Module
CB50 20 Communications Radio SPR42/SPR46 Power Distribution Module
CB51 20 Dispatch Radio SPR43/SPR47 Power Distribution Module
CB52 10 Spare SPR44 Power Distribution Module

NOTES

SECTION E
ELECTRICAL PROPULSION SYSTEM
INDEX
ELECTRIC PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . E2

GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
DID Panel Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
PSC Software Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Propulsion System Component Abbreviations . . . . . . . . . . . . . . . . . . . . E2-41
Electronic Accelerator and Retard Pedals . . . . . . . . . . . . . . . . . . . . . . E2-51
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . E3

AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
Truck Shutdown Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
Normal Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
Shutdown After a System Failure . . . . . . . . . . . . . . . . . . . . . . . . E3-3
SYSTEM CHECKOUT (Release 17 Software) . . . . . . . . . . . . . . . . . . . . . . E3-4
Battery and Control Checks, Battery Power Off . . . . . . . . . . . . . . . . . . . E3-4
Battery and Control Checks, Battery Power On . . . . . . . . . . . . . . . . . . . E3-7
Memory Backup Battery Replacement . . . . . . . . . . . . . . . . . . . . . . E3-10
TCI Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
PSC Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-11
Inverter Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-11
Truck Control Interface (TCI) Checkout . . . . . . . . . . . . . . . . . . . . . . . E3-12
Propulsion System Controller (PSC) Checkout . . . . . . . . . . . . . . . . . . . E3-18
Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
On-Board Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-30
PVM Optimum Load Curve Handshaking Troubleshooting . . . . . . . . . . . E3-35
MISCELLANEOUS COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . E3-36

Troubleshooting Phase Modules and Chopper Modules . . . . . . . . . . . . . . . E3-36
Phase Module Removal and Snubber Resistor Replacement . . . . . . . . . . E3-36
Auxiliary Blower Control System Troubleshooting . . . . . . . . . . . . . . . . . . E3-38
Auxiliary Inverter (Controller) Troubleshooting . . . . . . . . . . . . . . . . . . E3-41
Auxiliary Snubber Panel Troubleshooting . . . . . . . . . . . . . . . . . . . . E3-42
IGBT Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-43
NOTE: Propulsion System electrical schematics are located in Section “R” of this Manual.
E01012 3/01 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 run-
ning.
• NEVER open any electrical cabinet covers or touch the Retarding Grid ele-
ments. Additional procedures are required before it is safe to do so. Refer to
“Truck Shutdown Procedures”, this Section, for additional propulsion system
safety checks to be performed by a technician trained to service the system.
• ALL removal, repairs and installation of propulsion system electrical compo-
nents, 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 techni-
cian 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 RE-
PAIRS ARE INITIATED. It requires approximately 5 minutes after the truck is
shut down before the Link Voltage has dissipated.
• AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY
BLOWER MOTOR AND ITS CIRCUITS TO DE-ENERGIZE.
Do not attempt to perform Auxiliary Blower Motor or Blower electrical circuit re-
pairs until the Red warning lights on the Blower Control Panel have turned off
and it has been verified the system is de-energized.
• 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 ex-
haust air louvers.
Avoid laying welding cables across or near truck wiring harnesses or power
cables; voltages can be induced in adjacent cables, damaging electrical compo-
nents.
Disconnect the battery charging alternator lead wire and open the battery dis-
connect switches.
E1-2 Index 3/01 E01012

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 control-
propulsion system. Refer to the appropriate GE publi- led rectifier (SCR) bridge. A starting boost circuit in-
cation for detailed information and theory of operation. itially energizes the alternator from the truck batteries
until the flux builds up enough to sustain excitation.
A list of commonly used propulsion system component
abbreviations is listed in Table IV at the end of this Cooling air for the Alternator only is supplied by an
Section. Figures 2-3 through 2-8 illustrate the physical internal fan assembly mounted on the rear. Cooling air
location of these components where applicable. for the traction system is provided by an AC motor
driven auxiliary blower mounted behind the electrical
GENERAL SYSTEM DESCRIPTION cabinet. The auxiliary blower motor is controlled by an
auxiliary inverter which receives 3-phase AC power
The AC drive system consists of the following major from the alternator. This blower provides cooling air to
components: the traction motors, propulsion inverters, dynamic re-
• Alternator coupled to a diesel engine tarding choppers, and auxiliary inverter. Blower speed
is regulated by the PSC by monitoring component
• Auxiliary Blower System
temperatures to determine cooling needs.
• Gate Drive Power Converters
A resistor grid package is used to dissipate power from
• Main Rectifier the traction motors (operating as generators) when in
• AC Power Inverters dynamic retarding mode. The total retard power pro-
• AC Induction Traction Motors duced by the traction motors is controlled by the two
motor Inverters. The amount of retard power dissi-
pated by the grid package is controlled by a GTO
The Alternator supplies three phase power for the Chopper circuit and stage-controlled contactors.
Auxiliary Blower System, Gate Drive Power Convert- The PSC, mounted in the main Electrical Control Cabi-
ers and Main Rectifier. The Main Rectifier supplies DC net, determines optimum engine operating speeds
power to two AC Power Inverters. Each AC Power based on what the operator requests, propulsion sys-
Inverter inverts the rectified DC voltage, delivering tem requirements, and efficient fuel usage. Interfaces
variable voltage, variable frequency power to each of between the PSC and the truck brake system allow the
the AC Induction Traction Motors. PSC to provide proper retarding, braking, and wheel
Refer to the diagram in Figure 2-1 for the following slide control.
description. The PSC interfaces with the Truck Control Interface
The two AC Induction Traction Motors, each with its (TCI), mounted in the Electrical Interface Cabinet
own Inverter, are connected in parallel across the mounted behind the cab at the side of the electrical
rectified output of the Alternator. The Inverters change control cabinet. System status and control signals are
the rectified voltage back to AC by turning on and off transmitted and received between these two compo-
(chopping) the applied DC voltage. nents. An RS422 serial link enables the TCI to access
real time data and event information stored in the PSC
The output AC voltage and frequency are controlled to for displaying on a Diagnostic Information Display
produce optimum slip and efficiency in the traction (DID), located in the cab behind the operator’s 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 opera-
tion. At higher speeds, the DC link voltage is applied
to the motors using square wave inverter operation.
The voltage of the DC link is dependent upon the
Propulsion System Controller (PSC) and engine RPM
during propulsion. The link voltage will vary between
600 and 1400 volts during propulsion and 600 and
1500 volts during retarding.
E02014 3/01 Electrical Propulsion System Components E2-1

FIGURE 2-1. PROPULSION SYSTEM DIAGRAM
E2-2 Electrical Propulsion System Components E02014 3/01

SYSTEM COMPONENTS The PSC contains the following internal, removable
printed circuit boards and an external fiber optic board.
AUXILIARY BLOWER SYSTEM Brief descriptions of board functions are as follows:
The Auxiliary Blower System, mounted behind the » 17FB127 Power Supply: Supplies regulated
main electrical cabinet, consists of the blower assem- +15VDC, -15VDC, and +5VDC for internal
bly and control electronics; power inverter/phase con- panel use and ±15VDC external circuits.
trol rectifier, power filter capacitor bank, and power » 17FB147 System CPU Card: Provides serial
filter inductor. communications and control functions;
RS232 communications to PTU.
The control electronics provide a 3-phase, AC, vari-
RS422 high speed communications to TCI.
able voltage/variable frequency output to the blower
Microprocessor controls for internal panel cir-
motor. Output frequency (blower motor speed) is con-
cuits.
trolled by the PSC.
» 17FB104 Digital I/O Card: Receives digital in-
puts and feedback information from various pro-
pulsion and control system components.
PROPULSION SYSTEM CONTROLLER (PSC) Digital outputs drive propulsion system contac-
The PSC (17FL320 Panel) is the main controller for tors, relays and provide equipment enable com-
the AC Drive System. The Panel receives input signals mands.
from speed sensors mounted on the alternator and » 17FB143 System Analog I/O Card: Receives
traction motors, voltage and current feedback signals engine and auxilary blower speed signals, volt-
from various control devices, and status/command age and current signals for main alternator, link
inputs from the Truck Control Interface (TCI). Using voltage and current, retard pedal input, retard
these inputs, the PSC controls the two Inverters, re- lever input.
tarding circuits, relays, contactors, and other external Controls retard effort, engine speed request,
devices to provide: Auxiliary Blower speed, AFSE firing pulses.
• Propulsion and wheel slip control » *17FB134 Inverter 1, 2 I/O Cards (2 ea.): Re-
• Retarding and wheel slide control ceives motor speed signals, link voltage, phase
voltages, and phase currents for use by the In-
• Engine speed control
verter 1 & 2 CPU cards. (See note below.)
• Auxiliary blower speed control.
» *17FB138 Inverter 1, 2 CPU Cards (2 ea.):
• Event detection Microprocessor control for inverters 1 & 2. Con-
• Initialization of the necessary operating restric- trols GTO phase modules through the Fiber Op-
tions, including the shut down of the truck if a tic Assembly. Phase module status is returned
serious system fault (event) is detected. If the via a separate Fiber Optic Assembly. (See note
fault is not serious, an indicator lamp alerting below.)
the operator to the problem will illuminate. All
» 17FB172 Inverter 1, 2 CPU and I/O Cards (2
event data is recorded for future review by
maintenance personnel. ea.): These cards are used in later production
model trucks equipped with 17FL320E1 PSC
• Log event data Panel and replace the 17FB134 and 17FB138
• Store statistical data of the history of various cards.
component and system function operations.
*Note: Early production trucks equipped with
• Communicate with the TCI to exchange pro- 17FL320D1 Panel have 17FB134 and 17FB138 cards
pulsion system status and control data (event installed instead of 17FB172 cards.
data, statistical data, etc.) and to receive re-
quired truck systems status data. » Fiber Optic Assembly: Provides electrical iso-
• Communicate with the TCI to exchange pro- lation for control and feedback signals for
pulsion PTU data (propulsion real time, his- Phase Modules and Chopper Modules.
tory, diagnostic, and parameter data: software
code etc.)
• Drive the operator cab status and warning
lamps.

TRUCK CONTROL INTERFACE PANEL (TCI) The 17FL349 TCI Panel contains the following inter-
nal, removable printed circuit boards:
The Truck Control Interface Panel (TCI) (17FL349 or
17FL373) is the main interface between truck systems
and devices and service personnel. This panel is used » *17FB127 Power Supply: Supplies regulated
in conjunction with the Diagnostic Information Display +15VDC, -15VDC, and +5VDC from the filtered
(DID) described later. battery supply (B+) input.
The TCI panel provides the following functions: » 17FB144 CPU Card: Provides high speed
• Communicates with the Propulsion System RS422 serial communications to PSC and
Controller (PSC) to exchange propulsion con- RS232 serial communication with the PTU.
trol system status and control data and to pro- » 17FB160 Analog I/O Card: Provides RS232
vide the PSC with truck systems status data. serial communications with Diagnostic Informa-
• Communicates with the Diagnostic Informa- tion Display and an optional Modular Mining
tion Display (DID) to exchange PSC and/or Dispatch System. Provides RS422 serial com-
TCI diagnostic and parameter data. munication with the Auxiliary Blower System.
• Communicates with the Auxiliary Blower Sys- Receives signals for front wheel speed, motor
tem to exchange diagnostic data. cooling and barometric air pressures, accelera-
tor, retard speed setting, payload, ambient and
• Communicates with a Portable Test Unit
(PTU) to exchange TCI data. hydraulic oil temperature, and engine cranking
voltage. Outputs drive cab mounted tempera-
• Communicates with a Modular Mining Dis- ture gauges etc.
patch System to exchange truck status data.
» 17FB104 Digital I/O Card: Receives operator
• Monitors engine control system, payload infor- control, engine and body-up signals. Provides
mation, ambient and propulsion system tem-
engine start controls, drives cab mounted indi-
perature, operator control inputs etc.
cator/warning lamps, etc.
• Controls the engine start sequence.
*NOTE: The 17FL373 Panel does not contain the
• Provides signals to activate many of the cab 17FB127 card.
mounted warning lamps and gauges. Con-
trols the park brake solenoid.
• Processes front wheel speed signals for the
PSC and speedometer.

Diagnostic Information Display DID PANEL FAULT CODES
The 17FM558 Diagnostic Information Display (DID) The Tables on the following pages list the possible
(Figure 2-2) is located in the cab, behind the passenger event codes which may be displayed on the DID panel
seat. The display provides a means of communica- when accessed. Table I (below) describes restrictions
tions with the TCI by service personnel. Information to operation of the propulsion and retarding systems
from the PSC Aux Inverter is also routed through the when a fault occurs for a particular code listed in
TCI for display on the DID. Tables II, III and IV.
The panel has two display lines, each line 40 charac-
ters long. The top line is the “message” line and is used
by the TCI to inform service personnel of the truck NOTE: Event codes numbered 000 through 099 are
systems and components status. applicable to the PSC and are listed in Table II. Codes
numbered 100 through 199 are applicable to Inverter
The bottom display line provides information in addi- 1, and codes numbered 200 through 299 are applica-
tion to the top line or relates to the keypad, displaying ble to Inverter 2 and are listed in Table III. Codes
possible selection options and display functions. The numbered 600 through 699 are applicable to the TCI
keypad, located below the display lines is used by and are listed in Table IV.
service personnel to direct the activity of the TCI.
The codes listed in the Tables are applicable to
The display provides service and status information on Release 17 software.
the various truck systems and the propulsion system
by displaying system status information or fault codes
RESTRICTION DEFINITION
as well as a description of the system status or a
problem on the top display line. Information on the No retarding Allowed
second display line may change to indicate what func- No Power No propulsion allowed
tions are available by pressing the [F1] through [F5] No power on the link
keys.
No propulsion allowed
In addition, the DID panel can be used by to perform No Propel Retarding allowed
the self-load test. Link power allowed
If corrective action is
not taken, a more
System Warning restrictive event may
follow
No restrictions
TABLE I.
FIGURE 2-2. DIAGNOSTIC INFORMATION

DISPLAY

TABLE II: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT
EVENT DETECTION
EVENT RESTRICTION
DESCRIPTION INFORMATION Limp Lockout
NUMBER Possible Limit
000 NO FAULT None Displayed when all faults have been N/A N/A
reset.
A ground fault is detected if leakage
002 HIGH GROUND FAULT No power current to ground (truck chassis) N/A 1
exceeds 145 ma for more than .05
seconds.
003 FAILED DIODE No power Shorted diodes in main rectifier. N/A 1
004 GFCO OPEN and not in REST No power GF Cutout Switch is open with the N/A 1
system not in REST.
005 DRIVE SYSTEM OVERTEMP No Propel Temperature exceeds a limit for a N/A 3
sufficient time.
:01 auxiliary phase control No Propel Temperature exceeds a limit for a

sufficient time.
:02 auxiliary inverter No Propel Temperature exceeds a limit for a

sufficient time.
:03 afse No Propel Temperature exceeds a limit for a

sufficient time.
:04 alternator No Propel Temperature exceeds a limit for a

sufficient time.
:05 left stator No Propel Temperature exceeds a limit for a

sufficient time.
:06 left rotor No Propel Temperature exceeds a limit for a

sufficient time.
:07 right stator No Propel Temperature exceeds a limit for a

sufficient time.
:08 right rotor No Propel Temperature exceeds a limit for a

sufficient time.
:09 chopper GTO No Propel Temperature exceeds a limit for a

sufficient time.
:10 chopper diode No Propel Temperature exceeds a limit for a

sufficient time.
:11 left GTO module No Propel Temperature exceeds a limit for a

sufficient time.
:12 left diode No Propel Temperature exceeds a limit for a

sufficient time.
:13 right GTO module No Propel Temperature exceeds a limit for a

sufficient time.
:14 right module No Propel Temperature exceeds a limit for a

sufficient time.
:15 rectifier diode No Propel Temperature exceeds a limit for a

sufficient time.
006 BOTH INVERTERS No power Lost Communication with both NO 3

COMMUNICATION FAILED inverters.

TABLE II: DID PANEL FAULT CODES (Cont.)
EVENT
EVENT DETECTION
EVENT RESTRICTION
007 INVERTER COMMUNICATION No power Lost Communication with an inverter. Yes 3

FAILED
:01 inv 1 No power Lost Communication with an inverter.
:02 inv 2 No power Lost Communication with an inverter.
008 DC LINK OVERLOAD No power DC link voltage exceeds limit for a N/A 3
sufficient time.
:01 not in retard No power Occurs while not in retard, exceeds

propel voltage limit.
:02 in retard No power Occurs while in retard, exceeds retard

voltage limit.
:03 instantaneous No power Occurs istantaneously in propel or

retard, exceeds link voltage limit.
009 ALT FIELD OVERCURRENT No propel Alternator field current exceeds limit. N/A 3
:01 with persistence No propel Exceeds current limit over time.
:02 no persistence No propel Exceeds current limit with no

persistence.
011 RETARD LEVER BAD No propel Incorrect input from retard lever. N/A 3
:01 voltage too high No propel Incorrect input from retard lever.
:02 voltage too low No propel Incorrect input from retard lever.
012 RETARD PEDAL BAD No propel Incorrect input from retard pedal N/A 3
:01 voltage too high No propel Incorrect input from retard pedal
:02 voltage too low No propel Incorrect input from retard pedal
013 LINKV ABOVE MIDVOLT No power Incorrect link volts
014 SENSOR FAULT No propel Incorrect input from a sensor.
:01 alt field amps No propel Incorrect input from a sensor.
:02 link amps No propel Incorrect input from a sensor.
:03 load box amps No propel Incorrect input from a sensor.
:04 3 phase alt volts No propel Incorrect input from a sensor.
:05 alt field volts No propel Incorrect input from a sensor.
:10 PSC link volts No propel Incorrect input from a sensor.
:11 inv1 link volts No propel Incorrect input from a sensor.
:12 inv2 link volts No propel Incorrect input from a sensor.
:21 blower 1 amps No propel Incorrect input from a sensor.
:22 blower 2 amps No propel Incorrect input from a sensor.
015 ANALOG CARD No propel Problem occurred in the analog card. N/A 3
:01 gnd fault No propel Problem occurred in the analog card.
:02 gainchk No propel Problem occurred in the analog card.
:03 ground fault current No propel Problem occurred in the analog card.
:04 ATOC ma No propel Problem occurred in the analog card.

EVENT
EVENT DETECTION
EVENT RESTRICTION
016 PSC CPU CARD No power Problem has occurred in the system N/A 3
CPU card.
:07 flash CRC No power Flash CRC computation did not match
expected value.
:10 excess timeouts No power On power up, excessive timeouts

occurred.
:11 invalid pointers No power On power up, the status of data in

BBRAM is invalid.
:12 BRAM CRC No power CRC on BRAM does not match

expected value.
017 SYSTEM DIGITAL CARD No power System CPU cannot communicate N/A 3
with digital I/O card.
018 SYSTEM ANALOG CARD No power System CPU cannot communicate N/A 3
with analog I/O card.
:01 analog card no response No power Card missing.
:02 analog card timeout No power Read timeout.
019 RIDING RETARD PEDAL No propel Brake pedal applied while truck speed
is >5 mph
020 LO SPEED HI TORQUE TIMEOUT No propel Torque limit exceeded
021 NO TCI COMM. No propel No serial data received from TCI over N/A 3
period of time.
:01 message missing No propel No serial data received from TCI over
period of time.
:02 bad tick No propel No serial data received from TCI over
period of time.
03 bad CRC No propel No serial data received from TCI over

period of time.
:04 overflow No propel No serial data received from TCI over

period of time.
:05 bad start bit No propel No serial data received from TCI over
period of time.
:06 bad stop bit No propel No serial data received from TCI over
period of time.
022 PERSISTENT TCI COMM FAULT No power No serial data received from TCI and N/A 3
truck is stopped for 10 seconds.
023 TERTIARY OVERCURRENT No propel Current in alternator field tertiary N/A 1

winding exceeds limit over time.
024 PSC CONFIG FILE INCORRECT No power Incorrect PSC configuration file. N/A 1
025 AUX INVERTER FAULT No power Auxiliary Blower System fault. N/A 3
:01 not ok or no speed feedback No power Aux speed feedback indicates no or

incorrect blower speed.
Aux ok goes low twice when speed
:02 numerous shutdowns No power command is greater than running
speed.

EVENT
EVENT DETECTION
EVENT RESTRICTION
027 PSC PANEL CONNECTOR No power A panel connector B, C, or D is not N/A 3

properly connected.
028 CN1 CONNECTOR No power CN1 connector not properly N/A 3

connected.
029 AUX BLOWER NOT CONNECTED No propel Auxiliary Blower System connector N/A 3
AT POWER not properly connected.
030 GF CONTACTOR No propel GF command and feedback don’t Yes (if 3

agree. closed)
031 GFR CONTACTOR No propel GFR command and feedback don’t Yes (if 3
agree. closed
032 RP CONTACTOR No propel RP command and feedback don’t N/A 3

agree.
:01 RP1 No propel RP command and feedback don’t

agree.

agree.

agree.
:04 RP contactor stuck closed No propel RP command and feedback don’t

agree.
035 ESS INPUT No propel Engine Speed Sensor out of range.
036 36GY19 GRID BLOWER FAILURE No power A grid blower has failed.
:01 blower 1 stall No power A grid blower has failed.
:02 blower 2 stall No power A grid blower has failed.
:03 blower 1 open No power A grid blower has failed.
:04 blower 2 open No power A grid blower has failed.
:05 blower 1 & 2 delta too large No power A grid blower has failed.
037 VOLTS 5 POS No propel +5V Power Supply out of limits.
039 VOLTS 15 NEG No propel -15V Power Supply out of limits.
041 VOLTS 24 NEG No propel -24V Power Supply out of limits.
042 DIRECTION SELECTED IN LOAD No propel Selector switch moved to FORWARD

BOX MODE or REVERSE during self load.
043 DRIVE SYSTEM BATTERY HI No propel Battery volts above limit.
044 DRIVE SYSTEM BATTERY LOW No propel Battery volts below limit.
045 CHOPPER 1 OPEN CIRCUIT No propel An open circuit has occurred in Yes 3
Chopper 1.
046 CHOPPER 1 FAILED No propel A failure has occurred in Chopper 1. Yes 3
047 ENGINE STALL No propel An engine stall condition has occurred.

EVENT
EVENT DETECTION
EVENT RESTRICTION
048 CHOPPER 2 FAILED No propel A failure has occurred in Chopper 2.

050 MOTOR STALL No propel Motors stalled with torque above limit. N/A 3
051 TACH LEFT REAR None Input from M1 sensor out of tolerance. Yes 3
:01 zero output with truck moving None Zero output from sensor with front
wheels moving, brake released.
:02 high output with truck stopped None High output from sensor with all other
wheel speeds zero.
052 TACH RIGHT REAR None Input from M2 sensor out of tolerance. Yes 3
:01 zero output with truck moving None Zero output from sensor with front
wheels moving, brake released.
:02 high output with truck stopped None High output from sensor with all other
wheel speeds zero.
053 TACH LEFT FRONT No spin/slide on Input from left front wheel sensor out N/A 3
M1 of tolerance.
:01 zero output with truck moving No spin/slide on Zero output from sensor with rear
M1 wheels moving, brake released.
:02 high output with truck stopped No spin/slide on High output from sensor with all other
M1 wheel speeds zero.
054 TACH RIGHT FRONT No spin/slide on Input from right front wheel sensor out N/A 3
M2 of tolerance.
:01 zero output with truck moving No spin/slide on Zero output from sensor with rear
M2 wheels moving, brake released.
:02 high output with truck stopped No spin/slide on High output from sensor with all other
M2 wheel speeds zero
061 MOTOR OVERSPEED Speed Limit Truck is over the motor overspeed N/A 3
limit.
063 ENGINE LOAD FAULT None Engine load out of range. N/A
:01 below minimum None Engine load out of range.
:02 above maximum None Engine load out of range.
:03 below minimumwith low HP None Engine load out of range.
065 ANALOG INPUT None An analog input is outside the design N/A 3
range of valid values.
:01 afse temp sensor None AFSE temperature sensor.
:02 aux inv temp sensor None Aux inverter temperature sensor.
:03 aux pc temp sensor None Aux phase controller temp. sensor
:04 alternator temp None Alternator temp out of range.
:05 left stator temp None Temp out of range.
:06 left rotor temp None Ttemp out of range.
:07 right stator temp None Temp out of range.
:08 right rotor temp None Temp out of range.

EVENT
EVENT DETECTION
EVENT RESTRICTION
:09 chopper GTO temp None Temp out of range.

:10 chopper diode temp None Temp out of range.
:11 left GTO module temp None Temp out of range.
:12 left diode temp None Temp out of range.
:13 right GTO module temp None Temp out of range.
:14 right diode temp None Temp out of range.
:15 rectifier diode temp None Temp out of range.
070 LINK CAPACITANCE LEVEL LOW None Link capacitance level low, but OK
071 LINK CAPACITANCE LEVEL TOO Speed Limit Link capacitance level too low
LOW
072 GROUND FAULT CIRCUIT Speed Limit Ground fault detection circuit
084 CONTROL POWER SWITCH OFF None Control Power Switch is turned off N/A 3
while truck is moving.
085 AUX COOLING None A fault has occurred in the auxiliary N/A 3
blower operation.
:02 auxrpmfb input None Rpm of Aux Blower out of range.
:03 auxrpm feedback None Rpm feedback does not match rpm
command.
086 AUX BLOWER SYSTEM None Aux OK signal goes low while aux
blower is being commanded to run
087 HP LOW None Horsepower adjust is at negative limit N/A 10

for 30 seconds.
088 HP LIMIT No propel Horsepower limit exceeded while in N/A 10

propulsion.
:01 engine may stall None HP demand is above HP available.
089 ENGINE SPEED DOES NOT MATCH None Engine speed feedback does not N/A
COMMAND match commanded speed.
:02 RPM does not match command None Engine speed feedback does not
match commanded speed.
091 TCI COMMUNICATION FAULT None Indicates message errors between N/A 10
PSC and TCI.
:01 message missing None Indicates message errors between

PSC and TCI.
:02 bad tick None Indicates message errors between

PSC and TCI.
:03 bad CRC None Indicates message errors between

PSC and TCI.
:04 overflow None Indicates message errors between

PSC and TCI.
:05 bad start bit None Indicates message errors between

PSC and TCI.
:06 bad stop bit None Indicates message errors between

PSC and TCI.

EVENT
EVENT DETECTION
EVENT RESTRICTION
092 TCI COMMUNICATION FAULT None Indicates message errors between

PSC and TCI.
094 ILLEGAL LIMP REQUEST None A limp mode request is received while N/A 10
truck is moving.
Inverter cutout switch is moved
:01 inverter cutout None improperly (truck is moving or not in
NEUTRAL).
095 BAD BRAM BATTERY None BRAM battery voltage low. N/A 3
096 UNEXPECTED PSC CPU RESET None PSC CPU reset without request.
098 DATA STORE None PTU data store command. N/A
099 SOFTWARE EVENT None Software error N/A 3

TABLE III: DID PANEL FAULT CODES
(Codes Received From Inverter 1, 2)
EVENT
EVENT DETECTION
EVENT RESTRICTION
100/200 INVERTER CPU CARD

:23 pat fail out 100 No power Pattern had bad A, B, C output 100%
:29 no extvi TIC No power Extrapolation interrupt not running
:30 no vector TIC No power Vector interrupt not running
:31 no I TIC TIC No power I TIC interrupt not running
:32 NMI occurred No power Non-maskable interrupt occurred
:34 no background TIC No power Background not running
:35 PGA not programmed No power PGA could not be programmed
:38 PGA init failed No power PGA initialization failed
:39 PGA DP failed No power PGA D/P did not initialize
:40 par not found No power Parameter not found
:41 multiple par No power Parameter multiply defined
:48 no cam TIC No power Cam ISR not running
:49 no peak samp TIC No power Peak sample ISR not running
101/201 INVERTER CPU CARD
:01 Aup cmd not off No power Phase A up command not off
:02 Adn cmd not off No power Phase A down command not off
:03 Bup cmd not off No power Phase B up command not off
:04 Bdn cmd not off No power Phase B down command not off
:05 Cup cmd not off No power Phase C up command not off
:06 Cdn cmd not off No power Phase C down command not off
:07 Aup cmd not on No power Phase A up command not on
:08 Adn cmd not on No power Phase A down command not on
:09 Bup cmd not on No power Phase B up command not on
:10 Bdn cmd not on No power Phase B down command not on
:11 Cup cmd not on No power Phase C up command not on
:12 Cdn cmd not on No power Phase C down command not on
:13 no chopper TIC1 No power Chopper 1 interrupt not running
:14 no chopper TIC2 No power Chopper 2 interrupt not running
:16 inv CPU reset No power Inverter CPU was reset

EVENT
EVENT DETECTION
EVENT RESTRICTION
102/202 INV I/O CARD

:05 gnd not ok No power Logic ground not ok
:08 no IO card No power Could not access I/O card
:09 eoc not working No power A/D conversion did not work
:10 DB no brake No power DB on too long while not braking
:11 ptf A signal No power Phase A overcurrent signal too long
:12 ptf B signal No power Phase B overcurrent signal too long
:13 ptf C signal No power Phase C overcurrent signal too long
:14 IC zero not ok No power Current IC not zero at start up
:15 IC not ok No power C phase current too high
:16 ptl not ok No power Protective turn off circuit not ok
:17 cur measure not ok No power Phase A and B currents do not match
103/203 INV I/O CARD
:01 chop 1 cmd not off No power Chopper 1 command not off
:02 chop 2 cmd not off No power Chopper 2 command not off
:03 chop 1 cmd not on No power Chopper 1 command not on
:04 chop 2 cmd not on No power Chopper 2 command not on
:05 volt scale A flt No power Scale A volts out of range 70%, 100%
:06 volt scale B flt No power Scale B volts out of range 70%, 100%
:07 link V scale flt No power Link V scale out of range 70%, 100%
:08 current scale A flt No power Scale A current out of range 70%,
100%
:09 current scale B flt No power Scale B current out of range 70%,
100%
:10 input V scale fit No power Input V scale out of range 70%, 100%
:11 V test VCO high No power High frequency on VCO Vtest channel
:12 V test VCO low No power Low frequency on VCO Vtest channel
:13 IA VCO hi No power High frequency on IA channel
:14 IB VCO hi No power High frequency on IB channel
:15 link V VCO hi No power High frequency on VCO link filter V

channel
:16 infilV VCO hi No power High frequency on VCO in filter V

channel
:17 IA too high No power IA current too positive
:18 IA too low No power IA current too negative
:19 IB too high No power IB current too positive
:20 IB too low No power IB current too negative

EVENT
EVENT DETECTION
EVENT RESTRICTION
103/203 (cont.)
:21 link V too hi No power Link voltage too positive
:22 infilV too hi No power Input filter voltage too positive
:23 DB chop VCO hi No power High freq. on VCO DB chopper

channel
:24 DB chopV too hi No power DB chopper voltage too positive
:25 VA VCO hi No power High freq. on VCO VA channel
:26 VB VCO hi No power High freq. on VCO VB channel
:27 VC VCO hi No power High freq. on VCO VC channel
:28 VA volts too hi No power VA voltage too positive
:29 VB volts too hi No power VB voltage too positive
:30 volt scale C flt No power Scale C volts out of range 70%, 120%
:31 VC volts too hi No power VC voltage too positive
104/204 FIBER OPTIC CARD
:01 fo ps low No power Fiber optic power supply monitor
:02 fo card disable No power Fiber optic card disabled
:03 fo card enable No power Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
:01 P5V not ok No power +5 volt not in tolerance
:03 N15V not ok No power -15 volt not in tolerance
:07 N24V not ok No power -24 volt not in tolerance
106/206 DC WIRING
:01 DC pwr conn open No power DC power connection open
:02 link V phase V mismatch No power Link and phase voltage mismatch
107/207 GDPS FAILURE
:01 gate dr ps off No power No power to gate drive power supply

or it failed
:02 gate dr ps off S No power No power to gate drive power supply

or it failed with enable/DC volts
:03 multiple GTO not off S No power Multiple GTOs not off with enable/DC
volts
109/209 LINK VOLTS SENSOR
:01 linkV sensor flt No power Link voltage sensor failed
111/211 INPUT VOLTS SENSOR
:01 Vfil not ok No power Filter voltage outside limits

EVENT
EVENT DETECTION
EVENT RESTRICTION
113/213 INVERTER, GENERAL

:01 Aup cur hi No power Phase A current out too high
:02 Adn cur hi No power Phase A current in too high
:03 Bup cur hi No power Phase B current out too high
:04 Bdn cur hi No power Phase B current in too high
:05 Cup cur hi No power Phase C current out too high
:06 Cdn cur hi No power Phase B current in too high
:07 Aup cur lo No power Phase A current out too low
:08 Adn cur lo No power Phase A current in too low
:09 Bup cur lo No power Phase B current out too low
:10 Bdn cur lo No power Phase B current in too low
:11 Cup cur lo No power Phase C current out too low
:12 Cdn cur lo No power Phase C current in too low
:13 A zero cur hi No power Phase A current out not zero
:15 B zero cur hi No power Phase B current out not zero
:17 A volt hi Adn No power Phase A volt too high while phase A
down on
:18 A volt lo Aup No power Phase A volt too low while phase A up
on
:19 A volt hi Bdn No power Phase A volt too high while phase B
down on
:20 A volt lo Bup No power Phase A volt too low while phase B up
on
:21 A volt hi Cdn No power Phase A volt too high while phase C
down on
:22 A volt lo Cup No power Phase A volt too low while phase C up
on
:23 B volt hi Adn No power Phase B volt too high while phase A
down on
:24 B volt lo Aup No power Phase B volt too low while phase A up
on
:25 B volt hi Bdn No power Phase B volt too high while phase B
down on
:26 B volt lo Bup No power Phase B volt too low while phase B up
on
:27 B volt hi Cdn No power Phase B volt too high while phase C
down on
:28 B volt lo Cup No power Phase B volt too low while phase C up
on

EVENT
EVENT DETECTION
EVENT RESTRICTION
113/213 (cont.)
:29 C volt hi Adn No power Phase C volt too high while phase A
down on
:30 C volt lo Aup No power Phase C volt too low while phase A up
on
:31 C volt hi Bdn No power Phase C volt too high while phase B
down on
:32 C volt lo Bup No power Phase C volt too low while phase B up
on
:33 C volt hi Cdn No power Phase C volt too high while phase C
down on
:34 C volt lo Cup No power Phase C volt too low while phase C
up on
:35 Aup fault cur No power Phase A fault current when phase A
up on
:36 Adn fault cur No power Phase A fault current when phase A
down on
:37 Bup fault cur No power Phase B fault current when phase B
up on
:38 Bdn fault cur No power Phase B fault current when phase B
down on
:39 Cup fault cur No power Phase C fault current when phase C
up on
:40 Cdn fault cur No power Phase C fault current when phase C
down on
:48 A volt hi off No power Phase A voltage high with all GTOs off
:49 A volt lo off No power Phase A voltage low with all GTOs off
:50 B volt hi off No power Phase B voltage high with all GTOs off
:51 B volt lo off No power Phase B voltage high with all GTOs off
:52 C volt hi off No power Phase C voltage high with all GTOs off
:53 C volt lo off No power Phase C voltage high with all GTOs off
:54 phase short pos No power Possible phase to DC+ short
:55 phase short neg No power Possible phase to DC- short
:60 linkV too hi PTL No power Link volts above PTL
:70 Aph neg I low No power Phase A negative current low

(unbalance)
:71 Bph neg I low No power Phase B negative current low

(unbalance)

EVENT
EVENT DETECTION
EVENT RESTRICTION
113/213 (cont.)
:72 Cph neg I low No power Phase C negative current low

(unbalance)
:73 Aph neg I hi No power Phase A negative current high

(unbalance)
:74 Bph neg I hi No power Phase B negative current high

(unbalance)
:75 Cph neg I hi No power Phase C negative current high

(unbalance)
:76 Aph pos I low No power Phase A positive current low

(unbalance)
:77 Bph pos I low No power Phase B positive current low

(unbalance)
:78 Cph pos I low No power Phase C positive current low

(unbalance)
:79 Aph pos I hi No power Phase A positive current high

(unbalance)
:80 Bph pos I hi No power Phase B positive current high

(unbalance)
:81 Cph pos I hi No power Phase C positive current high

(unbalance)
:82 no current w run No power No current while running
114/214 INVERTER, GENERAL
:22 IA VCO lo No Propel Low frequency on IA channel
:24 IB VCO lo No Propel Low frequency on IB channel
:26 linkV VCO lo No Propel Low frequency on VCO link filter V

channel
:28 infilV VCO lo No Propel Low frequency on VCO in filter V

channel
:38 LinkV too lo No Propel Link voltage too negative
:40 infilV too lo No Propel Input filter voltage too positive
:46 DB chop VCO lo No Propel Low frequency on VCO DB chopper

channel
:48 DB chopV too lo No Propel DB chopper voltage too negative
:50 VA VCO lo No Propel Low frequency on VCO VA channel
:52 VB VCO lo No Propel Low frequency on VCO VB channel
:54 VC VCO lo No Propel Low frequency on VCO VC channel
:56 VA volts too lo No Propel VA voltage too negative
:58 VB volts too lo No Propel VB voltage too negative
:61 VC volts too lo No Propel VC voltage too negative

EVENT
EVENT DETECTION
EVENT RESTRICTION
115/215 INVERTER SYSTEM

:01 no direction No power No direction called for
:02 for dir mismatch No power Calling forward, running backward
:03 rev dir mismatch No power Calling reverse, running forward
:04 input volt low No power Input voltage too low
:05 link volt low No power Link filter voltage too low
:06 no hi spd data No power No high speed data from system

controller
:07 V line not ok No power Line voltage not ok
:08 I line not ok No power Line current not ok
:09 sys TIC fail No power System TIC not being updated.
:10 DB GTO jn hot No power DB GTO juunction too hot
:11 inv GTO jn hot No power Inverter GTO junction too hot
:12 VI test incomplete No power VI test incomplete
116/216 INVERTER, PHASE A+/A-
:01 alarm A No power Phase A GTO did not turn off
:02 PTF A No power Overcurrent in phase A
:03 IGBT_SAT_AP No power IGBT saturated.
:04 IGBT_SAT_AN No power IGBT saturated.
117/217 INVERTER, PHASE A+
:01 alarm AP No power Phase A pos GTO did not turn off
:02 Aup fb not off No power Phase A up feedback not off
:03 phase A modl pos No power Phase A positive module failed
:04 hold AP No power Phase A positive and negative GTOs

on (positive turn on)
:05 Aup fb not on No power Phase A feedback not on
:06 Aup GTO not on No power Phase A positive GTO did not turn on
:07 IGBT_PS_AP No power IGBT protective shutoff
118/218 INVERTER, PHASE A+
:02 Aup temp short No Propel Phase A up thermistor short
:03 Aup temp open No Propel Phase A up thermistor open
:04 Aup temp warm No Propel Phase A up thermistor warm
:05 Aup temp hot No Propel Phase A up thermistor hot
:06 Aup fb not off S No Propel Phase A not off with enable/DC volts

EVENT
EVENT DETECTION
EVENT RESTRICTION
119/219 INVERTER, PHASE A-

:01 alarm AN No power Phase A negative GTO did not turn off
:02 Adn fb not off No power Phase A down feedback not off
:03 phase A modl neg No power Phase A negative module failed
:04 hold AN No power Phase A positive and negative GTOs

on (negative turn on)
:05 Adn fb not on No power Phase A down feedback not on
:06 Adn GTO not on No power Phase A negative GTO did not turn on
:07 IGBT_PS_AN No power IGBT protective shutoff
120/220 INVERTER, PHASE A-
:02 Adn temp short No propel Phase A down thermistor short
:03 Adn temp open No propel Phase A down thermistor open
:04 Adn temp warm No propel Phase A down thermistor warm
:05 Adn temp hot No propel Phase A down thermistor hot
:06 Adn fb not off S No propel Phase A down not off with enable/DC
volts
121/221 INVERTER, PHASE A CURR
:01 I sensor ph A No power Phase A current sensor failed
:02 IA zero not ok No power Current IA not zero at startup
:03 IA not ok No power Phase A current too high
:04 I snsr ph A open No power Phase A current sensor open
:05 I snsr ph A short No power Phase A current sensor short
123/223 INVERTER, PHASE A VOLTS
:01 V sensor phase A No power Phase A voltage sensor failed
:02 VA not ok No power Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
:01 alarm B No power Phase B GTO did not turn off
:02 PTF B No power Overcurrent on phase B
:03 IGBT_SAT_BP No power IGBT saturated
:04 IGBT_SAT_BP No power IGBT saturated
126/226 INVERTER, PHASE B+
:01 alarm BP No power Phase B GTO did not turn off
:02 Bup fb not off No power Phase B up feedback not off
:03 phase B modl pos No power Phase B positive module failed
:04 hold BP No power Phase B positive and negative GTOs

:05 Bup fb not on No power Phase B feedback not on
:06 Bup GTO not on No power Phase B positive GTO did not turn on

EVENT
EVENT DETECTION
EVENT RESTRICTION
127/227 INVERTER, PHASE B+

:02 Bup temp short No Propel Phase B up thermistor short
:03 Bup temp open No Propel Phase B up thermistor open
:04 Bup temp warm No Propel Phase B up thermistor warm
:05 Bup temp hot No Propel Phase B up thermistor hot
:06 Bup fb not off S No Propel Phase B up not off with enable/DC
volts
128/228 INVERTER, PHASE B-
:01 alarm BN No Power Phase B negative GTO did not turn off
:02 Bdn fb not off No Power Phase B down feedback not off
:03 phase B modl neg No Power Phase B negative module failed
:04 hold BN No Power Phase B positive and negative GTOs

:05 Bdn fb not on No Power Phase B down feedback not on
:06 Bdn GTO not on No Power Phase B negative GTO did not turn on
:07 IGBT_PS_BN No Power IGBT protective shutoff
129/229 INVERTER, PHASE B-
:02 Bdn temp short No Propel Phase B down thermistor short
:03 Bdn temp open No Propel Phase B down thermistor open
:04 Bdn temp warm No Propel Phase B down thermistor warm
:05 Bdn temp hot No Propel Phase B down thermistor hot
:06 Bdn fb not off S No Propel Phase B down not off with enable/DC
volts
130/230 INVERTER, PHASE B CURR
:01 I sensor ph B No Power Phase B current sensor failed
:02 IB zero not ok No Power Current IB not zero at startup
:03 IB not ok No Power Phase B current too high
:04 I snsr ph B open No Power Phase B current sensor open
:05 I sensr ph B short No Power Phase B current sensor short
132/232 INVERTER, PHASE B VOLTS
:01 V sensor phase B No Power Phase B voltage sensor failed
:02 VB not ok No Power Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
:01 alarm C No Power Phase C GTO did not turn off
:02 PTF C No Power Overcurrent on phase C
:04 IGBT_SAT_CP No Power IGBT saturated
:05 IGBT_SAT_CN No Power IGBT saturated

EVENT
EVENT DETECTION
EVENT RESTRICTION
135/235 INVERTER, PHASE C+/C-

:01 alarm CP No power Phase C positive GTO did not turn off
:02 Cup fb not off No power Phase C up feedback not off
:03 phase C modl pos No power Phase C positive module failed
:04 hold CP No power Phase C positive and negative GTOs

:05 Cup fb not on No power Phase C up feedback not on
:06 Cup GTO not on No power Phase C positive GTO did not turn on
:07 IGBT_PS_CP No power IGBT protective shutoff
136/236 INVERTER, PHASE C+
:02 Cup temp short No propel Phase C up thermistor short
:03 Cup temp open No propel Phase C up thermistor open
:04 Cup temp warm No propel Phase C up thermistor warm
:05 Cup temp hot No propel Phase C up thermistor hot
:06 Cup fb not off S No propel Phase C up not off with enable/DC
volts
137/237 INVERTER, PHASE C-
:01 alarm CN No power Phase C negative GTO did not turn off
:02 Cdn fb not off No power Phase C down feedback not off
:03 phase C modl neg No power Phase C negative module failed
:04 hold CN No power Phase C positive and negative GTOs

:05 Cdn fb not on No power Phase C down feedback not on
:06 Cdn GTO not on No power Phase C negative GTO did not turn on
:07 IGBT_PS_CN No power IGBT protective shutoff
138/238 INVERTER, PHASE C-
:02 Cdn temp short No propel Phase C down thermistor short
:03 Cdn temp open No propel Phase C down thermistor open
:04 Cdn temp warm No propel Phase C down thermistor warm
:05 Cdn temp hot No propel Phase C down thermistor hot
:06 Cdn fb not off S No propel Phase C down not off with enable/DC
volts
141/241 INVERTER, PHASE C VOLTS
:01 V sensor phase C No power Phase C voltage sensor failed
:02 VC not ok No power Phase C voltage too high

EVENT
EVENT DETECTION
EVENT RESTRICTION
143/243 INVERTER, TACH 1

:01 tach1 rate hi No power Tach 1 high rate of change
:02 tach1 no input No power Tach 1 no frequency input
:03 TACH_INTERMIT No power
:01 tach1 one channel No propel Tach 1 single channel operation
:01 tach2 high rate No power Tach 2 high rate of change
:02 tach2 no input No power Tach 2 no frequency input
:01 tach2 one channel No propel Tach 2 single channel operation
148/248 INVERTER, CHOPPER 1
:01 chop1 fb not off No power Chopper 1 feedback not off
:02 chop1 fb not on No power Chopper 1 feedback not on
:03 chopA temp short No power ChopA thermistor short
:04 chopA temp open No power ChopA thermistor open
:05 chopA temp warm No power ChopA thermistor warm
:06 chopA temp hot No power ChopA thermistor hot
:07 DB1 fb not off S No power Chopper 1 not off with DC volts
150/250 INVERTER, CHOPPER 2
:01 chop2 fb not off No power Chopper 2 feedback not off
:02 chop2 fb not on No power Chopper 2 feedback not on
:03 chopB temp short No power ChopB thermistor short
:04 chopB temp open No power ChopB thermistor open
:05 chopB temp warm No power ChopB thermistor warm
:06 chopB temp hot No power ChopB thermistor hot
:07 DB2 fb not off S No power Chopper 2 not off with DC volts
151/251 MISCELLANEOUS
:01 tach differential No power Too much speed difference.
153/253 INVERTER, MOTOR
:01 motor open No power Motor connection open
:02 motor short No power Motor connection short
154/254 INVERTER FAULTS
:01 rotor temp hi None Motor rotor temperature high
:02 stator temp hi None Motor stator temperature high

TABLE IV: DID PANEL FAULT CODES
(Codes Received from Inverter 1, 2)
EVENT
EVENT DETECTION
EVENT RESTRICTION
155/255 INVERTER, 2ND LOAD

:01 second load open No power Second load connection open
175 INV 1 GENERIC EVENT None Inverter shutdown with no event code.

TABLE IV: DID PANEL FAULT CODES
(Codes Received from TCI)
EVENT
EVENT DETECTION
EVENT RESTRICTION
601 TCI CPU CARD No propel TCI CPU card problem. N/A 3
:01 10ms task failed to init No propel TCI CPU card problem.
:07 flash CRC No propel Flash CRC computation did not match
expected value.
:09 maint task failed to init No propel Flash CRC computation did not match
expected value.
:10 excess timeouts No propel Upon power-up, excessive bus

timeouts occurred.
:11 invalid pointers No propel At power-up, invalid key memory

pointer data in BRAM.
:12 BBRAM CRC No propel CRC on BBRAM did not match

expected value.
602 DIGITAL I/O CARD FAULT No propel Internal TCI self-test detected a digital
I/O card problem.
603 ANALOG I/O CARD FAULT No propel Internal TCI self-test detected an
analog I/O card problem.
604 PSC FAULT No propel Lost RS422 communication with PSC.
:01 missing message No propel Lost RS422 communication with PSC.
:02 bad tick No propel Lost RS422 communication with PSC.
:03 bad CRC No propel Lost RS422 communication with PSC.
:04 FIFO overflow No propel Lost RS422 communication with PSC.
:05 bad start bit No propel Lost RS422 communication with PSC.
:06 bad stop bit No propel Lost RS422 communication with PSC.
Lost RS422 communication with Aux
605 AUX BLOWER COMM. FAULT None Blower Controller while Aux Blower in N/A 3
failure mode and DC link not
energized.
607 POSITIVE 5 VOLTS No propel +5V power supply out of limits N/A 2
608 POSITIVE 15 VOLTS No propel +15V power supply out of limits
609 NEGATIVE 15 VOLTS No propel -15V power supply out of limits
610 POT REFERENCE No propel Pot reference (10.8V) out of limits

TABLE IV: DID PANEL FAULT CODES (Cont.)
EVENT
EVENT DETECTION
EVENT RESTRICTION
611 FREQUENCY INPUT None Front wheel speed input out of range N/A 3
:01 left front wheel speed None Left front wheel sensor out of range.
:02 right front wheel speed None Right front wheel sensor out of range.
613 ANALOG INPUT None Signal is outside the design range of N/A 3
valid values.
:01 gnd None Signal is outside the design range of

valid values.
:02 gainchk None Signal is outside the design range of

valid values.
:03 baropress None Signal is outside the design range of

valid values.
:04 potref None Signal is outside the design range of

valid values.
:05 accelpedal None Signal is outside the design range of

valid values.
:06 retspd set None Signal is outside the design range of

valid values.
:07 payload None Signal is outside the design range of

valid values.
:08 ambts None Signal is outside the design range of

valid values.
:09 hydbrktemp None Signal is outside the design range of

valid values.
:10 motorpress None Signal is outside the design range of

valid values.
:11 grade None Signal is outside the design range of

valid values.
:12 cntrlbatt None Signal is outside the design range of

valid values.
:13 crankbatt None Signal is outside the design range of

valid values.
:14 +5 None Signal is outside the design range of

valid values.
:15 +15 None Signal is outside the design range of

valid values.
:16 -15 None Signal is outside the design range of

valid values.
614 BATTERY SEPARATE CONTACTOR None Signal is outside the design range of
FAILURE valid values.
:01 Battery Separate Failure None Signal is outside the design range of
valid values.
:02 crank batt > cntrl batt None Voltage difference greater than 3V
:03 cntrl batt > crank batt None Voltage difference greater than 3V

EVENT
EVENT DETECTION
EVENT RESTRICTION
616 DIRECTION MISMATCH No propel Simultaneous FORWARD and N/A 3

REVERSE commands received.
617 ENGINE START REQUEST DENIED None Engine start request denied due to the N/A 3
following:
:01 engine warn while cranking None Engine warning occurs after engine
crank command given.
:02 engine kill while cranking None Engine kill input occurs while engine
crank command is active.
619 ENGINE WARNING RECEIVED No propel Engine controller sends caution N/A 3
signal, rpm above low idle.
620 ENGINE KILL WHILE VEHICLE No propel Engine shutdown switch activated
MOVING while truck is moving.
621 ACCEL PEDAL No propel Incorrect accelerator pedal output.
:01 output too high No propel Accelerator pedal signal above

maximum limit.
:02 output too low No propel Accelerator pedal signal below

minimum limit.
622 PARK BRAKE FAULT No propel Error in park brake operation has
occurred.
:01 command/response failure No propel Park brake command and feedback

don’t agree.
:02 set above maximum speed No propel Park brake set feedback received
when truck is moving.
623 HYDRAULIC BRAKE FLUID None Hydraulic brake oil temperature has N/A 3
exceeded limit.
624 BODY UP AND PAYLOAD No propel Full payload and body up signal N/A 3
INDICATION received at same time.
EXTENDED BATTERY RECONNECT Excessive time between separation

625 TIME None and reconnection of control and N/A 3
cranking batteries.
Separated control battery voltage
626 SEPARATED CONTROL BATTERY None incorrect while engine rpm above low N/A 3
idle.
:01 low None Voltage below 20V.
:02 high None Voltage above 32V.
SEPARATED CRANKING BATTERY Separated cranking battery voltage

627 VOLTS None incorrect while engine rpm above low
idle.
:01 low None Voltage below 20V.
:02 high None Voltage above 32V.

EVENT
EVENT DETECTION
EVENT RESTRICTION
One of the connected batteries’ volts

628 CONNECT BATTERY VOLTS None incorrect with engine speed above low N/A 5
idle.
:01 control battery low None Control battery voltage below

minimum limit
:02 control battery high None Control battery voltage above

maximum limit.
:03 crank battery low None Cranking battery voltage below

minimum limit.
:04 crank battery high None Cranking battery voltage above

maximum limit.
629 BAROMETRIC PRESSURE SIGNAL No propel Barometric pressure signal outside N/A 5
operational limits.
:01 low No propel Voltage below minimum operational

limit.
:02 high No propel Voltage above maximum operational

limit.
630 MOTOR DIFFERENTIAL PRESSURE Speed Limit Motor inlet and outlet pressure signal N/A 5
outside operational limits.
:01 low Speed Limit Voltage feedback below minimum

operational limit.
:02 high Speed Limit Voltage above maximum operational

limit.
631 AMBIENT TEMPERATURE No propel Ambient temperature signal outside N/A 5

operational limits.
:01 low No propel Voltage feedback below minimum

operational limit.
:02 high No propel Voltage above maximum operational

limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file. N/A 2
:01 GE config file No propel Configuration file loaded improperly.
:02 mine config file No propel Configuration file loaded improperly .
:03 version incorrect No propel Wrong version of file loaded.
633 BBRAM CORRUPTED None Battery backed RAM has failed.
634 TRUCK OVERLOADED - No propel The over-payload signal is on,

RESTRICTIVE propulsion removed.
635 TRUCK OVERLOADED - None The over-payload signal is on,

NON-RESTRICTIVE propulsion allowed.
636 AUX INVERTER None An Auxiliary Blower Control failure has

occurred.
:01 buss volts low None Low dc bus detected during powerup.
:02 buss volts high None High dc bus detected during powerup.
:03 overcurrent None Overcurrent condition detected during

operation.
:04 battery loss None Loss of blower control battery voltage

has occured.

EVENT
EVENT DETECTION
EVENT RESTRICTION
:05 high dc buss when running None High dc bus voltage detected during
operation.
:06 high dc buss after pc powerup None High dc bus voltage detected after
phase controller powerup.
:07 blower control fault None Fault detected after phase controller
powerup.
:08 high dc buss when running None High dc bus voltage detected during
operation.
:09 overcurrent after pc powerup, current None Overcurrent condition detected after
overload phase controller power up.
:10 current overload None Sustained current overload exists.
:11 low dc buss overcurrent None Overcurrent due to low dc bus voltage.
:12 low dc buss current overload None Sustained current overload due to low
dc bus voltage.
:13 gate drive trip None IGBT protection circuit detected

overload.
:14 no input voltage None Zero input voltage detected.
Auxiliary inverter DC link energized
637 AUX DC LINK HOT None while traction inverter DC link N/A
de-energized.
691 PSC COMM. FAULT None A PSC communication error has N/A 10
occurred.
:01 missing message None A PSC communication error has

occurred.
:02 bad tick None A PSC communication error has

occurred.
:03 bad CRC None A PSC communication error has

occurred.
:04 FIFO overflow None A PSC communication error has

occurred.
:05 bad start bit None A PSC communication error has

occurred.
:06 bad stop bit None A PSC communication error has

occurred.
:07 message error None A PSC communication error has

occurred.
696 UNEXPECTED TCI CPU RESET None TCI CPU reset without request.
698 DATA STORE None A data snapshot has been manually

initiated.
699 SOFTWARE ERROR None Internal software fault.

PSC SOFTWARE FUNCTIONS Test State:
The operation of the AC Drive System is regulated by The purpose of this state is to provide an environment
a software program which resides in the Propulsion for the verification of system functionality. Test state
System Control Panel’s memory. The software pro- will support a variety of activities, including:
gram also contains instructions to test and fault isolate 1. Waiting for the engine to start (if needed).
the system.
2. Automatic testing on initial system startup or
This section describes the PSC software program and following rest state.
its functions without regard to hardware.
3. Application of power to the DC link.
4. Externally initiated testing to clear a fault, set
INPUT PROCESSING temporary variables, or for maintenance pur-
poses.
This function reads in all external inputs for use by the
PSC. The Input Processing function performs any NOTE: The Test state may be either powered or
signal conditioning required and computes the re- unpowered at a given point in time, depending on
quired derived inputs. which activities are being performed.
Ready State:
STATE MANAGEMENT
Ready state is the default powered state. The system
will be in this state whenever the engine and control
State Machine system are ready to provide power, but none is re-
As part of the total software package, a particular quested.
group of regulatory software commands is included Ready state also is the state where the DC link is
called a “state machine”. The state machine controls discharged in preparation for Shutdown, Rest, or in
the various functions of truck operation. reaction to certain event conditions. Therefore, Ready
The software implements the state machine by keep- state should not be considered strictly a powered state
ing track of which state the truck is in, and which state (as are Propel and Retard described below).
the truck is allowed to move into if the operator re-
quests a different mode of operation. Each software
state is defined as follows: Rest State:
Rest is an unpowered state whose purpose is to
conserve fuel while the truck idles for an extended
Startup/Shutdown State: period of time. Rest state also provides an environ-
The purpose of this state is to ensure the system is in ment where maintenance personnel can control the
a desired known state upon startup or shutdown. This engine without causing power to be applied to the DC
is an unpowered state. link.
NOTE: Powered and unpowered refer to the state of

the DC link; 600 volts or more on the DC link equals Propel State:
“powered”. 50 volts or less on the DC link equals
“unpowered”. The purpose of this state is to provide the power
system configuration and overall environment for en-
gine-powered propulsion. This is strictly a powered
state, i.e., the system will not be allowed to maintain
propel state without sufficient power on the DC link.

Retard State: Transition from Test State to Ready State:
This state provides the power system configuration This transition will occur upon completion of any re-
and overall environment for retard, where energy from quired testing if all of the following conditions are true:
vehicle movement is dissipated in the retard grid resis-
1. The TCI rest request is not active.
tors in an effort to slow the truck. Retard state is strictly
a powered state. 2. There is sufficient voltage on the DC link.
Transition to Rest State:

Transitions Between States
This transition will occur automatically from the Test or
Transitions between states under normal operational Ready state if a request for Rest state is received from
conditions (no failures, etc.) are described as follows: the TCI and all of the following conditions are true:
1. Any testing in progress is complete.
Transition to Startup/Shutdown State (Startup): 2. The system temperatures are cool enough to
The system will transition to the Startup/Shutdown allow the Rest state (function of GTO Phase
state for the purpose of “startup” whenever execution Module, Chopper Module, and Motor tempera-
control is initially transferred to the application program tures).
(e.g., after application of power, system reset, etc.). 3. The AFSE is disconnected and there is essentially
no voltage on the DC link.
Transition to Startup/Shutdown State (Shutdown): 4. The truck is not moving.
The system will transition to the Startup/Shutdown

state for the purpose of “shutdown” from the Test, Transition from Ready State to Test State:
Rest, Ready, or Startup/Shutdown (if previously en-
tered for the purpose of startup) state if all of the This transition will occur if the truck is not moving, and
following conditions are true: a request for testing is received.
1. System power is removed or the Control Power

Switch or Key Switch is turned off. Transition from Ready State to Propel State:
2. The truck is not moving. The system will transition from Ready state to Propel
3. There is essentially no voltage on the DC link. state if all of the following conditions are true:
4. Any testing in progress is complete.

1. The accel pedal is pressed.
NOTE: Testing in progress does not have to be suc- 2. A direction has been chosen, i.e., the truck is
cessful, but for the purpose of ensuring an orderly either in FORWARD or REVERSE.
shutdown it must be complete before the current state 3. There is sufficient voltage on the DC link.
is exited.
4. At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
Transition from Startup/Shutdown State to Test
State: b. Truck speed is such that retard is not allowed.
This transition will occur automatically once initializa- 5. Truck speed is less than the motor overspeed
tion is complete (i.e., functions performed while in limit.
Startup/Shutdown state for the purpose of startup have 6. The TCI accel inhibit is not active.
been completed).

Transition from Ready State to Retard State: Transition from Propel State to Retard State:
The system will transition from Ready state to Retard The system will transition directly from Propel state to
state if truck speed is such that retard is allowed and Retard state if at least one of the following conditions
at least one of the following conditions exists: exists:
1. The retard pedal or lever is pressed such that a 1. Truck speed is such that retard is allowed, and the
significant amount of retarding effort is requested. retard pedal or lever is pressed such that a sig-
nificant amount of retarding effort is requested.
2. All of the following conditions are true:
a. Retard speed control is selected. 2. Truck speed exceeds the motor speed limit.
Overspeed Will not be engaged such that it pre-
b. Truck speed exceeds the set retard speed, or
vents the truck from propelling at 40 mph (64 kph).
the truck is accelerating such that the truck
speed will soon exceed the set retard speed if 3. All of the following conditions are true:
no action is taken. a. Retard speed control is selected.
c. One or both of the following conditions are true: b. Truck speed exceeds the set retard speed, or
1.) The accel pedal is not pressed, or the truck is accelerating such that the truck
2.) The truck is configured such that accel pedal speed will soon exceed the set retard speed if
signal does not override retard speed con- no action is taken.
trol. c. The truck is configured such that accel pedal
3. Truck speed is greater than or equal to motor signal does not override retard speed control.
overspeed limit. Overspeed will not be engaged
such that it prevents the truck from propelling at
40 mph (64 kph). Transition from Retard State to Ready State:
The system will transition from Retard state to Ready
state if all of the following conditions exist:
Transition from Rest State to Test State:
1. Overspeed is not active.
The system will transition from Rest state to Test state
upon release of the TCI rest request. 2. At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
NOTE: A transition directly from Rest state to Ready
pressed such that an insignificant amount of
state is not allowed because the system is essentially
retarding effort is requested.
off and should be brought back on-line and checked
out before Ready state is entered. b. Truck speed is such that retard is not allowed.
3. At least one of the following conditions exists:
a. Retard speed control is not selected.
Transition from Propel State to Ready State:
b. Truck speed is low enough such that retard
The system will transition from Propel state to Ready speed control is not active.
state if all of the following conditions exist:
c. The accel pedal is pressed, and the truck is
1. The accel pedal is not pressed. configured such that the accel pedal overrides
retard speed control. This allows the configu-
2. The retard pedal or lever is not pressed or is
ration constant to determine if pressing on the
pressed such that an insignificant amount of re-
accel pedal kicks the truck out of retard, even
tarding effort is requested.
if retard speed control is still active.
3. Truck speed is less than the motor overspeed
4. The retard torque control logic exit sequence is
limit.
complete.
4. At least one of the following conditions is true:
a. Retard speed control is not selected.
b. Truck speed is below the set retard speed, and
acceleration is such that no retard effort is
(currently) required to maintain this condition.

DC LINK STATE De-Powering the Link
Power is provided to the inverters and motors via the The PSC software will attempt to de-power the DC link
DC link. The DC link has two associated states: (i.e., command the system configuration defined be-
powered and unpowered. The following defines the low) if the system is in Test or Ready state, and any of
conditions necessary to establish each state as well the following conditions are true:
as the transitional conditions between the two states:
1. Event restrictions prohibit power on the DC link,
2. The system is preparing to transition to
Startup/Shutdown state for the purpose of shut-
Powering the Link
down (i.e., all the non-link-related conditions for
The PSC software will attempt to power the DC link Startup/Shutdown state have been satisfied),
(i.e., command the system configuration defined be-
3. The system is preparing to transition to Rest state
low) if all of the following conditions are true:
(i.e., all the non-link-related conditions for Rest
1. Event restrictions do not prohibit power on the DC state have been satisfied),
link.
4. The engine is being shut off.
2. The system is in Test state and any initiated
To accomplish this, the PSC software will establish the
testing is complete.
necessary system configuration as follows:
3. The engine is running.
1. Alternator field reference set to zero,
4. The Gate Drive Power Converters have been
2. AFSE disabled,
enabled.
3. GF open and GFR dropped out,
5. Neither inverter is requesting that a low voltage
test be run. 4. Chopper turn on voltage set below approximately
600 volts,
5. Close RP2 or RP3, alternating each time to pro-
In attempting to power the DC link, the PSC software
vide even wear.
will establish the necessary system configuration as
follows:
1. GF closed and GFR picked up,
CONTROL FUNCTIONS
2. AFSE enabled,
Engine Control
3. Alternator field reference is commanded such that
the desired DC link voltage or three-phase volt- This software function generates the engine speed
age is maintained, command. The engine electronic fuel control is re-
sponsible for maintaining that speed.
4. RP contactors open,
The desired engine speed is determined according to
5. Chopper turn-on voltage is set above 600 volts.
the system state:
Propel State:
The engine speed is commanded such that the engine
NOTE: Before the AFSE is allowed to output firing supplies only as much horsepower as is required to
pulses, the RP contactors will be commanded open achieve the desired torque.
and GF contactor will be verified to be closed. The
AFSE will not output firing pulses if it is disabled, if GFR
is dropped out, or if the alternator reference signal is All Other States:
0.
The engine speed is a direct function of the accel
pedal. Additional constraints on the engine speed
command are:

1. If the truck is in neutral, the commanded engine Desired DC Link Voltage
speed at full scale accel pedal will be the engine’s
The desired link voltage is controlled by the alternator
high idle. If the truck is not in neutral, the maxi-
during all powered states except retard. The desired
mum commanded engine speed will be the en-
voltage is based on:
gine’s rated horsepower rpm. This allows faster
hoisting of the truck bed, if desired. These maxi- 1. During propel, the desired DC link voltage will be
mum speeds apply to the MTU engine. adjusted based on motor speed and horsepower
commanded to the inverters.
2. During retard state the engine speed command
will not be increased to support the DC link when 2. During retard, the DC link voltage may rise above
retard is being ramped out at low truck speeds. the rectified three-phase voltage. When this oc-
However, engine speed may be increased if curs, the DC link voltage is controlled by the retard
needed to support the DC link during normal torque command, grid resistor command and
retard when wheel slides are occurring. chopper start. If conditions occur which prevent
the motors from producing power to support the
resistor grids, the alternator may be required to
The following constraints are applied to generating the supply some power. In this case, the alternator
engine speed command during all operating states: field control will maintain at least 600 volts on the
• The engine speed command will always be DC link.
greater or equal to minimum idle signal. The 3. During all powered states, the DC link voltage will
TCI can request the engine speed command not be allowed to drop below 600 volts.
be increased by setting minimum idle.
4. While the DC link is being powered up, the voltage
• The engine speed command will be increased
if more alternator cooling is needed. will be controlled to the levels necessary to sup-
port the inverter self-tests.
Alternator Field Control Self-load

The alternator is controlled by controlling the Alternator During self-load, the alternator provides power to the
field reference sent to the AFSE. resistor grids. The rectifying diodes will be forward
The desired alternator output voltage is dependent on biased, and DC link voltage will be controlled by the
system state. The PSC will command an alternator alternator. The alternator field control will be based on
field reference such that the desired DC link voltage or the following:
three-phase voltage is maintained. 1. The DC link voltage will not be allowed to drop
below 600 volts.
Desired Three-Phase Voltage
2. One mode of self-load will require the alternator
During all powered states, the three-phase line-to-line output to be controlled to maintain a set desired
voltage will not be allowed to drop below 444 volts. horsepower dissipation in the resistor grids.
This is the minimum voltage needed to supply the gate
drive power converters and the auxiliary blower in- 3. Another mode of self-load will require the alterna-
verter. tor output to be controlled to maintain a set de-
sired link voltage between 600 volts and 1500
During all powered states except retard, the DC link volts.
voltage will represent the rectified three-phase volt-
age. In this case, as long as the DC link voltage is
above 600 volts, the three-phase voltage will be ade-
quate.
During retard, the DC link voltage is not necessarily
related to the three-phase voltage since the motors will
be powering the DC link and reverse biasing the
rectification diodes. In this case, the control ensures
that the minimum three-phase voltage is maintained.

Propel Torque Control Retard Torque Control
This software function commands the appropriate mo- The retard system converts braking torque from the
tor torque to the inverters during propel. The torque wheel motors to energy dissipated in the resistor grid.
command is primarily a function of the accel pedal The requested retard torque is based on the following
position and is limited by the physical constraints of the three sources:
system.
• Retard Foot Pedal or Lever
Each wheel torque is computed independently be-
cause the wheels may be operating at different The maximum short time retard torque (at any
speeds. Each torque command is adjusted to account speed, hence the constant torque level) will be
for the following constraints: scaled (linearly) by the retard foot pedal input
(RPINHI) to produce the foot pedal retard torque
• Speed Override call.
The propulsion system will attempt to limit truck
• Overspeed
speed to the design envelope of the wheel motors.
As such, the torque command will be modulated as While overspeed is active, the full available retard
the truck speed approaches the motor overspeed torque will be requested.
limit so that this limit is not exceeded if possible.
Note, however, that steady state operation is kept • Retard Speed Control
as close to the overspeed limit as possible without While RSC is active, the RSC retard torque call will
exceeding it. be adjusted to control truck speed to the RSC set
point. Retard speed control will not request any
• Motor Torque Limits retard torque if RSC is not active.
The torque command will be constrained to the The maximum torque call from the above three
operating envelope of the inverters and the traction sources will be selected as the retard torque call.
motors. The maximum torque that can be com-
manded is dependent on motor speed and on DC Retard Torque Limits are as follows:
link voltage. 1. The retard torque call will be limited to the maxi-
mum torque level based on speed.
• Gear Stress
2. The retard torque call will be limited to the maxi-
The torque commanded will not exceed that which
mum torque level available within the thermal
will produce excess gear stress.
constraints of the motors.
• Horsepower Available 3. The retard torque call will be limited as needed to
The horsepower available will be estimated from prevent overvoltage on the DC link.
the engine speed. Parasitic loads are taken into 4. While in retard, the minimum retard torque call will
account. The torque will be limited such that the provide enough power to support at least one grid
engine does not overload. with 600 volts on the DC link. Retard will be
dropped if the torque call falls below this value.
• Jerk Limit
5. At low speed, the available retard torque will be
The torque command will be slew-rate limited to
ramped to zero.
prevent jerking motion.
• Wheel Spin
In the event that the inverters detect a wheel spin Wheel Slide Control
condition and reduce torque in the slipping wheel, The inverters prevent wheel slide by limiting torque to
the motor torque in the other wheel may be in- maintain wheel speeds above preset limits. These
creased within the above constraints such that as preset limits are a function of truck speed and the
much of the total desired torque as possible is allowable creep; additional compensation will be ap-
maintained. plied to provide for differences between wheel speeds
during turns.

Resistor Grid Control EVENT PROCESSING
The first resistor grid (RG1) will always be engaged The PSC contains very powerful troubleshooting soft-
when retard is active since the grid blower motors are ware. The PSC software constantly monitors the AC
wired across it. drive System for any abnormalities (events).
The second and third fixed resistor grids (controlled by Automatic self-tests are performed periodically on vari-
RP2 and RP3) will be engaged as needed to dissipate ous parts of the system to ensure its integrity. Addition-
the energy produced in retard state. Limitations are: ally, there are some elaborate tests which may be run
1. The use of RP2 and RP3 will be alternated to by an electrician with the use of DID screens. Predic-
provide even wear on the contactors. tive analysis is used in some areas to report potential
problems before they occur.
2. The grids will be engaged to prevent drawing
more power than the motors can produce. At high The troubleshooting system is composed of two parts:
motor speeds the maximum motor torque does 1. The PSC for detection, event logging, data stor-
not produce enough power to support three grids age and fault light indications.
across the DC link (at the given voltage). There-
fore, at high speeds, only two resistor grids will be 2. The TCI (or a PTU) for retrieval of stored event
engaged. information, real time vehicle status, trou-
bleshooting, etc.
Chopper Voltage Control

Chopper turn-on voltage will be set to give the motors
as much of the retard envelope as possible (i.e., keep Event Detection
the voltage as close to the maximum value as possible) This software function is responsible for verifying the
and to keep the DC link voltage at or below the integrity of the PSC hardware and the systems to
maximum link voltage value. which the PSC interfaces by detecting an “event”
(abnormal condition).
The events fall into three detection categories:
Auxiliary Blower Control
Power On Tests
The Auxiliary Blower Control regulates the tempera-
tures of the AFSE, auxiliary blower system, rectifier Three power-on tests are executed once every time
diodes, phase modules, chopper modules, and trac- power is applied to the PSC. They are as follows:
tion motors by controlling the speed of the auxiliary 1. CPU Card Checks - Upon powerup, the PSC will
blower. Additionally, this software function checks for confirm the integrity of its CPU card hardware
faults in the auxiliary blower. before transferring execution control to the appli-
This software function is performed using the following cation program residing in its FLASH memory.
process: 2. Battery-backed RAM (BBRAM) Test/Adjustable
1. The commanded auxiliary blower speed will be Parameter Initialization - A battery backed RAM
calculated to control all system temperatures. (BBRAM) check will be performed to check for
The control priorities will be: BBRAM data integrity. If the check fails, all
TCI/PTU-adjustable parameters will be initialized
a. Keep all temperatures below allowable maxi-
to their default values.
mums.
b. Keep the GTO temperatures as constant as
possible.
2. If the aux blower system status (AUXOK) indi-
cates the aux blower system is not okay, a reset
pulse will be sent. Additional reset pulses will be
sent at periodic intervals if the aux blower system
does not respond.

3. Inverter Powerup Tests - The purpose of these Initiated Tests
tests is to verify that each inverter sub-system is
These tests are performed when requested by main-
functional:
tenance personnel; the truck must be in test mode for
a. Enabling Inverter Powerup Tests - The pow- these tests to run:
erup tests for a given inverter will be enabled if
all of the following conditions are true: 1. Maintenance Tests - The purpose of these tests
1.) The system is in Test state for the purpose is to facilitate verification of system installation
of powerup. and wiring (particularly the “digital” interfaces -
relays, contactors, etc.).
2.) The associated gate drive power converter
has been enabled. 2. Self-load Test - Self-load testing is a means by
3.) The engine is running. which the truck diesel engine can be checked for
4.) Battery voltage is at least 25 VDC. rated horsepower output.
5.) The inverter is requesting that the low volt-
Periodic Tests
age and/or high voltage powerup tests be
performed. These automatic tests are run continuously during the
6.) The inverter has not been physically cut out operation of the truck to verify certain equipment.
of the system.
7.) Active event restrictions do not preclude Event Restrictions
powering the DC link or running the inverter.
The PSC software will not override an event restriction
b. Low Voltage Test - A given inverter will auto- as long as Limp Home mode is not active. Transitions
matically perform its low voltage test if needed to restricted states will not be allowed. If the system is
once inverter powerup testing is enabled per in a state which becomes restricted, it will transition
the above requirements. The PSC will declare down to the highest unrestricted state. The order from
the test failed and log an event if the test does lowest to highest state is Startup/Shutdown, Rest,
not successfully complete within an expected Test, Ready, Retard, Propel. Transitions to the Test
time period. state or lower states in reaction to event restrictions
c. High Voltage Test - If the low voltage testing will not be allowed until the truck is not moving.
defined above is successful for a given in- NOTE. Limp Home mode is a state which is entered
verter, the inverter will automatically perform its when the truck has suffered a failure and is not able to
high voltage test if needed once there is suffi- continue normal operation but is still capable of “limp-
cient power on the DC link. The PSC will ing” (getting either back to the maintenance area or at
declare the test failed and log an event if the least out of the way of other trucks).
test does not successfully complete within an
Event Restrictions associated with a given event are
expected time after the DC link is sufficiently
defined below:
powered.
4. DC Link Capacitance Test - Test will run once No Power
every 24 hours when conditions allow, normally
No retarding or propulsion effort allowed. No power
after a VI-test during normal powerup sequence.
allowed on the DC link.
This test can also be run from the DID panel to
aid in troubleshooting. During test execution, en-
No Propel
gine speed is set to 1500 rpm and the link is
charged to 1200VDC. The engine is then returned No propulsion effort allowed. Retard effort and power
to idle while the link is allowed to discharge to 100 on DC link is allowed.
volts.Total link capacitance is then calculated
using the time it took to discharge. If capacitance System Warning
is getting low, but still OK, event 70 logs. If ca-
An event has occurred which indicates that if corrective
pacitance is below the minimum allowable level,
action is not taken, a more restrictive event may soon
event 71 logs and the truck is restricted to 10
follow. No restrictions. The DID will display a warning.
MPH. If test is not able to complete after numer-
ous attempts, event 72 logs, indicating a problem
None
in the truck’s ground detection circuit, and truck
speed is limited to 10 MPH. No restrictions (nonrestrictive event).

Event Logging And Storage Data Packs
This software function is responsible for the recording A data pack is defined as an extended collection of
of event information. There are two basic levels of information relevant to a given event.
event storage: event history buffer and data packs. NOTE: The concepts of lockout, soft reset, and accept
The event history buffer provides a minimum set of limit do not apply to data packs.
information for a large number of events, while data
packs provide extensive information for a limited num- Thirty (30) data packs are stored with each containing
ber of events. 100 frames of real time snapshot data. Snapshot data
is defined as a collection of key data parameter values
The following requirements apply to both data packs for a single point in time). The purpose of each data
and the event history buffer: pack is to show a little “movie” of what happened
1. Fault information is maintained until overwritten, before and after a fault.
it is not cleared out following a reset. This allows The time interval between snapshots is default to 50
the user to examine data associated with events ms, but each data pack may be programmed via the
that have been reset, as long as there have not DID (or PTU) from 10 ms to 1 sec. (In multiples of 10
been so many new events as to necessitate reuse ms). The “TIME 0:00 frame #” at which the fault is
of the storage space. logged is default to frame #60, but each data pack is
2. If a given event is active (logged and not reset), programmable from 1 to 100.
logging of duplicate events (duplicate is defined In the above default cases, data is stored for 3 seconds
as having the same event and sub-id numbers) (2.95 second is actual) before the fault and 2 seconds
will not be allowed. If the event is reset and after the fault.
subsequently reoccurs, it may be logged again.
Likewise, if an event reoccurs with a different A data pack status structure is assigned to each data
sub-id from the original occurrence, the event pack plus any programmable settings. This status
may be logged again. structure is used by the TCI (or PTU) to check for
available data (event number, id, and status, should
be set to zero if data pack is not frozen), as well as for
control of the data packs.
Event History Buffer
If a data pack is unfrozen (not holding any particular
Event history buffer is defined as a collection of event fault data), it is continually updated each 100 frames,
history records. organized in a circular queue, with new real time
A buffer contains 300 entries filled with event numbers snapshot data. When a fault occurs, the frame number
occurring in chronological order. Also included in this at which the event occurred is used as a reference to
buffer will be all the input and output values, time the mark the end of the data pack, and data is collected
event occurred, reset time, state information, etc., for until the data pack is full. Only when the data pack is
each event. This buffer is filled continuously and over- full will the event number, id and status be updated in
written (if necessary). the status structure.
Limits (accept-limit) are placed on the amount of space All logic control variables are saved in battery backed
which a given event code may consume. This prevents RAM, in case a fault occurs and battery power is cycled
a frequently occurring event from using the memory before the data pack is filled with data (the software
space at the expense of a less frequent event. This allows for proper recovery and then continues to fill the
data may be cleared (after downloading for trou- data pack). Maintenance personnel, by way of the DID
bleshooting) at each maintenance interval. (or PTU), can assign the data pack to hold only certain
event numbers (for the case where it is desired to
collect data on a particular fault).
However, in the default case, faults will be stored as
they come until all data packs are frozen (holding fault
data). When all data packs are frozen, the data pack
with the fault that was RESET first (either automatically
or by the DID/PTU), if any, will be unfrozen and will
start storing new data in case a new fault occurs.

Event Reset PSC - PTU Communications Processing
There are two basic types of event resets: soft and This software function performs the processing neces-
hard. The difference between the soft and hard reset sary for the PSC (System CPU Card) to communicate
is a soft reset only affects events that have not been through an RS-232 serial link to the Portable Test Unit
locked out and a hard reset affects events regardless (PTU).
of lockout status.
• Events will be reset:

On powerup - a soft reset will be issued against all
Inverter Communications Processing
events at powerup. This software function performs the processing neces-
By DID commands - the TCI can issue both hard sary for the System CPU Card to communicate with
and soft resets. both Inverter CPU Cards. The communications is
through a high-speed serial link that is operated in a
By PTU commands - the PTU can issue both hard
polled fashion with the System CPU Card initiating
and soft resets.
communications to an Inverter CPU Card.
Every message transmitted across the serial link may
contain two separate sections of information: periodic
SERIAL DATA COMMUNICATIONS data and acknowledged data. The periodic data for-
The PSC System CPU Card uses serial data busses mat is fixed and is used for transferring control infor-
to communicate with the TCI, the PTU, and the two mation from the System CPU Card to the Inverter CPU
Inverter CPU Cards. Card and vise-versa. The acknowledged data format
is used to transfer all background data. When large
PSC - TCI Communications processing amounts of background data are to be transferred via
the acknowledged data format, the originating CPU will
This software function performs the processing neces- break the data down into smaller pieces and transmit
sary for the PSC (System CPU Card) to communicate each piece individually. All acknowledged data flows
with the TCI through an RS-422 serial link. The com- are initiated from the System CPU with the Inverter
munication is comprised of periodic data and non-pe- CPU providing a response.
riodic data.
The System CPU Card has one high-speed channel
Periodic data is a predefined set of data which is used available for communications to the Inverter CPU
for transferring real time control information from the Cards. This channel transfers periodic data across the
PSC to the TCI and from the TCI to the PSC at a fixed serial link every 5 ms. This means the periodic data
rate. to each Inverter CPU is updated every 10 ms. Each
The non-periodic messages are used to transfer all inverter responds to the data when the ID code in the
background data. Background data consists of DID periodic data matches the ID code of the specific
Commands, Remote Monitor Data, and Download Inverter CPU Card: the ID code is hardwired in the
Code. card’s backplane wiring.
Packets containing periodic data will be asynchro-

nously (not initiated) transmitted from the PSC to the
TCI and from the TCI to the PSC every 200 ms. The OUTPUT PROCESSING
TCI initiates the transfer of non-periodic data.
This software function processes all external outputs
The TCI and the PSC are interfaced using the General from the PSC. Refer to the G.E. publication, “System
Electric Asynchronous Communications Protocol Description” for a listing of the PSC outputs.
(ACP). ACP provides two general types of messages,
acknowledged and unacknowledged. The unacknow-
ledged messages are used to transmit the periodic
data.
The acknowledged messages are used to transmit the
background data.

ABNORMAL CONDITIONS/OVERRIDING Entering/Exiting Limp Home Mode
FUNCTIONS The PSC will enter limp home mode if all of the
Software functions given up to this point assumed for following conditions are true:
the most part that the truck is operating under more or 1. The truck is not moving.
less normal circumstances. The following paragraphs
define system operation under abnormal or excep- 2. The TCI is requesting limp home mode.
tional circumstances. In the event of conflict between 3. The PSC is in Ready or test state and there is no
these functions and those given for normal operation, initiated testing in progress.
the functions in this section will take precedence.
4. At least one inverter is functional.
Fast Start 5. There are no events active for which limp home
A fast start software function is provided to address the mode is not possible.
case where the PSC is reset unexpectedly (power 6. If there are any events active for which an inverter
supply glitch, etc.) while the system is running. Its must be turned off or cut out before limp home
purpose will be to regain control of the truck as quickly mode is allowed, those actions have been taken
as possible. (Inverter is turned off or cut out as required).
Engine Shutdown/Engine Not Running NOTE: Two Inverter Cut Out Switches (I1CO and
I2CO), located in the switch panel on the side of the
The engine must be running to enable the gate drives Electrical Cabinet near the cab, can be used to cut out
and to maintain power on the DC link. Typically, the an Inverter. In some cases, certain DC link bus
PSC will be given advanced warning that the engine bars/cables within the Inverter also may need to be
is about to be shut off. However, if the engine stalls or removed. The DID will prompt maintenance personnel
stops because of a mechanical malfunction, the sys- if any of the above actions need to be accomplished.
tem will most likely have no advance warning. The
system reaction to an engine not running condition will
be the same as to an event carrying a “no power” The PSC will exit limp home mode if any of the follow-
restriction except that no event will be recorded, and ing conditions occur:
no external reset to clear the condition will be required
(the no power restriction will be automatically lifted as 1. The TCI stops requesting limp home mode.
soon as the engine starts running). If the system is 2. An event occurs for which limp home mode is not
given warning of an impending engine shutdown, the possible.
existing torque commands will be command to zero
over a “long” ramp time (2 to 10 seconds). If no warning
is given and the engine stops running, the existing
torque commands will be 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
situation where the truck has suffered a failure and is
not able to continue normal operation but is still capa-
ble of “limping” (getting either back to the maintenance
area or at least out of the way of other trucks). The
intent is that limp mode will be used by maintenace
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.

PROPULSION SYSTEM COMPONENT ABBREVIATIONS
The following Tables list component abbreviations The GE part number for major components is shown
used in schematics and system description informa- in parentheses. A short description of the component’s
tion. Refer to Figures 2-3 through 2-8 for the location primary function is also listed.
on the truck of components listed in the “Ref. No.”
column.
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION

REF.
COMPONENT FUNCTION
NO.
Alternator Field Static Exciter Regulates current in the alternator field based on firing
AFSE 36 pulses from the PSC.
Panel (17FM466)
Alternator Field Voltage Divider Attenuates high voltage output from the AFSE to an
AFVLT 21 acceptable level for use by the Analog I/O card in the
Panel (17FM363) PSC.
ALT Alternator (5GTA34) Main alternator, propulsion and control system.
ANALOG System analog input/output card Provides signal conditioning for analog signals to and
I/O CARD (17FB143) from the TCI and PSC.
A 3-phase, AC induction motor mounted in the blower

AUX BLOWER
Auxiliary Blower Motor (5GDY84) assembly behind the electrical cabinet. Used to drive two
blowers for cooling the traction motors and control
MOTOR
cabinet components.
Auxiliary Power Filter Capacitor Used with the AXIND to filter the regulated DC voltage
AXCAP 11 from the Auxiliary Phase Control Rectifier into a smooth
Bank DC supply suitable for use by the Auxiliary Power Inverter.
Auxiliary Power Rectifier Input Provide overload protection for the Auxiliary Power
AXFU1, 2 33 Inverter/Phase Control Rectifier.
Fuses 1 and 2
Used with the AXCAP to filter the regulated DC voltage
AXIND 30 Auxiliary Power Filter Inductor from the Auxiliary Phase Control Rectifier into a smooth
DC supply suitable for use by the Auxiliary Power Inverter
The Auxiliary Phase Control Rectifier converts the
3-phase, AC input voltage from the Alternator to
Auxiliary Phase Control Rectifier regulated DC voltage and supplies the regulated voltage
AXINV 29 through a filter to the Auxiliary Power Inverter. The
and Power Inverter Module Auxiliary Power Inverter inverts the regulated, filtered, DC
voltage into a variable voltage, variable frequency,
3-phase output to power the Auxiliary Blower Motor.
Monitors frequency of the tertiary winding and provides a
Alternator Synchronization sample of the frequency to the PSC, which uses the input
ASYN 35 to synchronize the firing pulses sent to the Alternator
Transformer
Field Static Exciter Panel (AFSE).
Alternator 3-phase Voltage Attenuates high voltage from two phases of the Alternator
A3PV 4 to a level acceptable to the Analog I/O card in the PSC.
Measuring Module (17FM458)

TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.)
REF.
COMPONENT FUNCTION
NO.
Provides overload protection for control equipment and
BATFU 19 System Fuse the System Batteries.
Battery Disconnect Switch Connects and disconnects the 12 VDC and 24 VDC
BATTSW circuit batteries (located at right front corner of truck).
(System Batteries)
Works in conjunction with BFC and BLFP to maintain
BDI 68 Battery Blocking Diode battery voltage to CPU.
Additional capacitance for BLFP to prevent nuisance
BFC 67 Battery Line Filter Capacitor CPU resets.
Battery Line Filter Panel Reduces voltage ripples in System Battery power
BLFP 10 supplied to the PSC.
(17FM311)
Grid Blower Motors 1 and 2 DC motors driving blowers to provide cooling air for the
BM1, 2 63 retarding grids.
(5GY19)
BM1I 65 Current Sensing Module Monitors current flowing through grid blower motor #1
BM2I 66 Current Sensing Module Monitors current flowing through grid blower motor #2
Capacitor Charge Resistor Connected across the DC link to provide a voltage

CCLR1, 2 20 attenuated sample of the DC link voltage to the Capacitor
Panels 1 and 2 Charge Indicating lights.
Illuminated when 50 volts or more is present on the DC
Capacitor Charge Indicating link (the DC bus connecting the Alternator output,
CCL1, 2 61 Chopper Module/Resistor Grid circuits and traction
Lights 1 and 2
Inverters).
CIF11, 12, 13, 14, Stores the Inverter 1 DC bus voltage to provide
40 Inverter 1 Filter Capacitors instantaneous power when the PM1 GTO Phase
15, 16 Modules first turn on.
CIF, 21, 22, 23, 24, Stores the Inverter 2 DC bus voltage to provide
41 Inverter 2 Filter Capacitors instantaneous power when the PM2 GTO Phase
25, 26 Modules first turn on.
CLSW 59 Cabinet Light Switch Controls electrical cabinet interior lights.
Alternator Field Current Sensing Detects amount of current flowing through the Alternator
CMAF 27 field winding.
Module
Alternator Tertiary Current Detects amount of current flowing through the Alternator
CMT 28 tertiary winding.
Sensing Module
Chopper GTO Phase Module 1 Controls the DC voltage applied to the grids during
CM1, 2 5, 6 retarding.
and 2 (17FM630)
Current Sensing Modules, Detects amount of current flow through the A and B
CM1A, 1B 45 phases of Traction Motor 1.
Phase 1A and 1B
Current Sensing Modules, Detects amount of current flow through the A and B
CM2A, 2B 44 phases of Traction Motor 2.
Phase 2A and 2B
Picks up when the Key Switch and Control Power Switch
CPR 53 Control Power Relay (17LV66) are closed.
CPRD Dual Diode Module Allows two separate voltages to control the CPR coil.
Control Power Relay

CPRS Suppresses voltage spike when CPR coil is de-energized.
Suppression Module
CPS 56 Control Power Switch Energizes CPR coil.

REF.
COMPONENT FUNCTION
NO.
Detects amount of current flow through the Alternator
Battery Boost Current tertiary winding. Signal turns off the AFSE battery circuit
CT 34 when the tertiary winding voltage level is able to excite
Transformer
the Alternator field.
CTR CT Voltage Limiting Resistor Provides a resistive load for the CT.
The DC bus connects the Alternator output, Chopper

DC link 38 DC Bus Module/Resistor Grid circuits, and Traction inverters.
Diagnostic Information Display Provides maintenance personnel with the ability to

DID monitor the operational status of certain truck systems
(17FM558) and perform system diagnostic test.
Digital Input/Output Card Receives contactor, relay and switch feedback signals
DIGITAL I/O CARD and provides drive signals to relays, contactors, indicator
(17FB104) lamps etc. (Located in PSC and TCI.)
Reduce current overshoots, or spikes in phase A, B, and
DIT1A, 1B, 1C 43 DI/DT Transformers C power for Traction Motor 1.
Reduce current overshoots, or spikes in phase A, B, and
DIT2A, 2B, 2C 42 DI/DT Transformers C power for Traction Motor 2.
FDP 24 Fault Detection Panel (17FM384) Provides

Rectifier.
an output signal when a diode fails in the Main
Fault Detection Transformer

FDT 23 Monitors Alternator Field current for FDP operation.
(17ET33)
FIBER OPTIC Provides volatage and electrical noise isolation for control
31 Fiber Optic Assembly and feedback signals between the PSC and
ASSEMBLY Phase/Chopper Modules.
FP 39 Filter Panel (17FM460) Filters electrical noise on 3 phases of Alternator output.
Gate Driver Power Source Fuse Provide overload protection for the Gate Drive Power
GDFU1, 2 1 Supply.
1 and 2
Gate Drive Power Converter 1 Converts 19 to 95 VDC from the Gate Drive Power
GDPC1 17 Supply to 25 kHz, 100 VRMS, square wave power to
(17FM670) drive Inverter 1 GTO Phase and Chopper Modules.
Gate Drive Power Converter 2 Converts 19 to 95 VDC from the Gate Drive Power
GDPC2 16 Supply to 25 kHz, 100 VRMS, square wave power to
(17FM670) drive Inverter 2 GTO Phase and Chopper Modules.
Gate Drive Power Supply Provides a 19 to 95 VDC output, at approximately 3kW,

GDPS 18 from one of two input power sources; either the main
(17FM645) Alternator or the System Batteries.
Alternator Field Contactor

GF 49 Connects the AFSE to the Alternator field.
(17CM53)
Generator Field Contactor
GFCO 62 Disables Alternator output.
Cutout Switch
Ground Fault Current Panel Reduces Alternator field voltage input to provide a low
GFIP 22 voltage signal for use by the PSC. Used to provide
(17FM363) ground fault warning.
Receives pulses from the Analog I/O card in the PSC,
GFM 8 Gate Firing Module (17FM415) amplifies the pulses, and then splits the pulses to drive
two SCR circuits in the AFSE.

REF.
COMPONENT FUNCTION
NO.
Picks up with GF contactor and applies B+ to the AFSE
GFR 52 Alternator Field Relay (17LV66) (battery boost) during initial acceleration phase.
Alternator Field Relay Coil

GFRS Suppresses voltage spikes when GF coil is de-energized.
Suppression Module
GRR 26 Ground Resistor Panel Detects power circuit grounds.
Inverter 1 Central Processing Generates Phase Module turn-on/turn-off commands for

the Inverter 1.
INV1 TMC CARD Unit Card and Input/Output Card Monitors voltages and currents from various areas for
(17FB172) Inverter 1. Monitors Traction Motor 1 speed.
Inverter 2 Central Processing Generates Phase Module turn-on/turn-off commands for

the Inverter 2.
INV2 TMC CARD Unit Card and Input/Output Card Monitors voltages and currents from various areas for
(17FB172) Inverter 2. Monitors Traction Motor 2 speed.
Cuts out inverter 1 when in the “cutout” position. Located

I1CO 57 Inverter 1 Cut Out Switch on switch/LED panel, left front corner of electrical cabinet.
Cuts out inverter 2 when in the “cutout” position. Located
I2CO 58 Inverter 2 Cut Out Switch on switch/LED panel, left front corner of electrical cabinet.
Connects battery voltage to CPR and control circuits
KEYSW Key Switch when closed. (Located on instrument panel.)
Load Box Current Sensing

LDBXI 48 Monitors current during load box test.
Module
LED’s indicate status of the following:
CPR: Illuminated when CPR is energized.
SYS RUN: Illuminated when the PSC power-up
sequence has completed successfully and control logic is
executing.
LEDP 60 Light Emitting Diode Panel NAFLT: When illuminated, indicates a fault has occurred
that prevents propulsion or retarding.
TEST: Illuminated when system is in the Test state.
REST: Illuminated when system is in Rest state and there
is essentially no voltage on the DC link.
LINKI 7 Link Current Sensing Module Detects amount of current flow through the DC link.
Link Voltage Measuring Module Attenuates the high voltage from the DC link to a level
LINKV 3 acceptable to the electronics on the Analog I/O card in
(17FM458) the PSC.
L1, 2, 3 Cabinet Lights Provide interior cabinet illumination.
Each Motorized Wheel consists of a Traction Motor and a

Transmission Assembly. The 3-phase asynchronous
Traction Motors convert electrical energy into mechanical
M1, 2 Motorized Wheels (5GDY85) energy. This mechanical energy is transmitted to the
wheel hub through a double reduction gear train
(Transmission).

REF.
COMPONENT FUNCTION
NO.
Propulsion System Controller The PSC is the main controller for the AC drive system.
PSC 32 All propulsion and retarding functions are controlled by
(17FL320) the PSC based on internally stored software instructions.
Provide positive driving voltages (PWM or square wave,
PM1A+, 1B+, 1C+ 13 GTO Phase Modules (17FM628) depending on truck speed) for each of the three windings
of Traction Motor 1.
Provide negative driving voltages (PWM or square wave,
PM1A-, 1B-, 1C- 12 GTO Phase Modules (17FM629) depending on truck speed) for each of the three windings
Provide positive driving voltages (PWM or square wave,
PM2A+, 2B+, 2C+ 15 GTO Phase Modules (17FM628) depending on truck speed) for each of the three windings
Provide negative driving voltages (PWM or square wave,
PM2A-, 2B-, 2C- 14 GTO Phase Modules (17FM629) depending on truck speed) for each of the three windings
Converts Alternator 3-phase, AC voltage to DC voltage to
RD 2 Rectifier Diode Panel (17FM528) power the two Inverters.
RG1A, 1B, 1C, 2A,

2B, 2C, 3A, 3B, Dissipate power from the DC link during retarding, load
64 Retard Grid Resistors box testing, and Inverter Filter Capacitor discharge
3C, 4A, 4B, 4C, operations.
5A, 5B, 5C
Retard Contactors 1, 2 and 3 When closed, connects Grid Resistors to the DC link
RP1, 2, 3 47 during retarding, load box testing, and Inverter Filter
(17CM55) discharge operations.
Suppresses voltage spikes in coil circuit when RP
RP1S, 2S, 3S 55 Suppression Modules contactors are de-energized.
Provide a current path for the associated Chopper
RSN1, 2 Snubber Resistors Module filter capacitors.
RS1A, 1B, 1C, 2A, Provide a current path for the associated Phase Module
Snubber Resistors filter capacitors.
2B, 2C
Limits surge current in the Alternator field circuit when
R1 51 Battery Boost Resistor GFR contacts first close.
AUX SNUB 25 Snubber Suppresses voltage spikes in Aux Blower Motor circuit.
A DC to DC converter which provides regulated ±24 VDC

SPS 37 Power Supply (17FH36) outputs from the unfiltered battery supply.
Each speed sensor provides two output speed signals,
SS1, 2 Traction Motor Speed Sensors proportional to the Traction Motor’s rotor shaft speed.
System Central Processing Unit Provides control of propulsion and dynamic retarding
SYS CPU Card functions, battery backed RAM, real-time clock,
Card (17FB147) downloadable code storage, and an RS422 serial link.

REF.
COMPONENT FUNCTION
NO.
Truck Control Interface Provides the main interface between the various truck
TCI systems, controls, and equipment and is used in
(17FL373) conjunction with the DID by maintenance personnel.
Discharges the Alternator field when the AFSE is first
TH1 54 Alternator Field Thyrite (Varistor) turned off.
Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
VAM1 46 phase winding of Traction Motor 1 to a level acceptable
(17FM702) for use by the Analog I/O card in the PSC.
Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
VAM2 46 phase winding of Traction Motor 2 to a level acceptable
(17FM702) for use by the Analog I/O card in the PSC.

FIGURE 2-3. ELECTRICAL CABINET, FRONT VIEW

FIGURE 2-4. ELECTRICAL CABINET, TOP VIEW

FIGURE 2-5. ELECTRICAL CABINET, REAR & FLOOR VIEW

FIGURE 2-6. CONTACTOR BOX
(Right Side, Electrical Cabinet)
FIGURE 2-7. INFORMATION DISPLAY PANEL

(Left Front Corner of Electrical Cabinet)
FIGURE 2-8. RETARDING GRIDS

ELECTRONIC ACCELERATOR AND
RETARD PEDALS
The accelerator pedal provides a signal to the Truck
Control Interface (TCI) when the operator requests
power. The retard pedal provides a signal to the Pro-
pulsion System Controller (PSC) when the operator
requests retarding. The pedal signals are processed
by the analog card in the respective panel for use by
the system controllers to provide the desired mode of
operation.
As the operator depresses the pedal, the internal
potentiometer’s wiper is rotated by a lever. The output
voltage signal increases in proportion to the angle of
depression of the pedal.
Repair and initial adjustment procedures are dis-
cussed in the following. Refer to “AC Drive System
Checkout Procedure” for final calibration of the pedal
potentiometer after installation in the truck.
FIGURE 2-9. TYPICAL ELECTRONIC PEDAL
Removal
1. Cable Clamp 4. Potentiometer
NOTE: Repair procedures for the retard and accelera- 2. Electrical Harness 5. Adjustment Screw
tor pedal are identical. The retard pedal is mounted on 3. Grommet 6. Cover
the brake pedal. Refer to Section “J” for instructions
for removing and installing the electronic pedal on
brake actuator. Assembly
Note routing and clamp location of wire harness. 1. Position new potentiometer with the flat side
Proper wire routing is critical to prevent damage during toward the potentiometer cover and install on
operation after reinstallation. shaft as follows:
a. Align cutouts in shaft with the potentiometer
1. Disconnect pedal wire harness from truck harness
drive tangs.
connector.
b. Press potentiometer onto shaft until it bottoms
2. Remove mounting capscrews, lockwashers and against the housing.
nuts and remove pedal assembly.
2. Install screws (5) and lockwashers but do not
Installation tighten.
1. Install pedal assembly using hardware removed 3. Rotate potentiometer counterclockwise until
in step 2, “Removal”. Connect potentiometer to mounting slots contact the mounting screws and
wiring harness. tighten screws (5) to 15 in. lbs. (1.70 N.m) torque.
2. Calibrate pedal potentiometer per instructions in 4. Install grommet (3) and potentiometer cover.
“AC Drive System Checkout Procedure - Setting Tighten screws to 15 in. lbs. (1.70 N.m) torque.
Pedal Percentages”. 5. Install cable clamps and tighten screws to 40 in.
lbs. (4.21 N.m) torque.
Disassembly
6. Inspect assembly and verify proper wiring clear-
1. Remove screws on cable clamps (1, Figure 2-9) ance during operation of pedal throughout the
and potentiometer cover (6). range of travel.
2. Remove potentiometer mounting screws (5) and
grommet (3). Remove potentiometer (4).

NOTES

AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
AC Drive System Maintenance
DANGEROUS VOLTAGE LEVELS ARE PRESENT • If weld repairs are required, the welding
WHEN THE TRUCK IS RUNNING AND CONTINUE ground electrode should be attached as
TO EXIST AFTER SHUTDOWN IF THE REQUIRED close as possible to the area to be welded.
SHUTDOWN PROCEDURES ARE NOT FOL- NEVER weld on the rear of the Electrical
LOWED. Control Cabinet or the retard grid exhaust
Before attempting repairs or working near propul- air louvers.
sion system components, the following precau- Power cables and wiring harnesses
tions and truck shutdown procedure must be should be protected from weld spatter and
followed: heat.
• DO NOT step on or use any power cable • Prior to welding, disconnect Engine Con-
as a handhold when the engine is running. tro System (ECS) harnesses and ground
wire (MTU engine). If equippped with
• NEVER open any electrical cabinet covers
DDEC or Komatsu engine, disconnect
or touch the Retarding Grid elements until
ECM harnesses. GE cards should be
all shutdown procedures have been com-
pulled forward far enough to disconnect
pleted.
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
cables etc. must be performed by an elec-
steel. They must be repaired with the
trical maintenance technician properly
same material or the power cables may be
trained to service the system.
damaged.
• Power cables must be cleated in wood or
other non-ferrous materials. Do not repair
cable cleats by encircling the power ca-
bles with metal clamps or hardware. Al-
ways inspect power cable insulation prior TRUCK SHUTDOWN PROCEDURES
to servicing the cables and prior to return- After the truck is parked in position for the repairs, the
ing the truck to service. Discard cables truck must be shut down properly to ensure the safety
with broken insulation. of those working in the areas of the deck, electrical
• IN THE EVENT OF A PROPULSION SYS- cabinet, traction motors, and retarding grids. The fol-
TEM MALFUNCTION, a qualified techni- lowing procedures will ensure the electrical system is
cian should inspect the truck and verify properly discharged before repairs are started.
the propulsion system does not have dan-
gerous voltage levels present before re-
pairs are started.
If a problem occurs in the AC drive system prevent-

ing NORMAL shutdown procedures, ADDITIONAL
PRECAUTIONS ARE NECESSARY to ensure dan-
gerous drive system voltages are not present
when tests or repairs are performed.
E03015 3/01 AC Drive System Electrical Checkout Procedure E3-1

(Release 17 Software)
NORMAL TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Place the selec-
tor switch in NEUTRAL and apply the parking
brake. Be certain the “Parking Brake Applied”
indicator lamp in the overhead display panel is
illuminated.
ON. Be certain the REST warning lamp on the
overhead display is illuminated.
4. After approximately 90 seconds, verify the steer-
ing accumulators have bled down by attempting
to steer.
5. Verify the LINK VOLTAGE lights on the electrical
cabinet Information Display Panel (6, Figure 3-1),
the contactor box on the other end of the electrical
cabinet, and the DID panel in the cab are OFF. If
they remain on longer than 5 minutes after shut-
down, the propulsion system must be inspected
to investigate the cause.
6. To ensure the link will not be energized during test
and repair procedures, turn the GF Cutout Switch
(8, Figure 3-1) to the CUTOUT position by pulling
the switch handle out before moving the switch. FIGURE 3-1. INFORMATION DISPLAY PANEL
1. Control Power Switch 5. Status LED Panel
2. Inverter 1 Cutout Sw. 6. Link Voltage Lights
3. Inverter 2 Cutout Sw. 7. Chart Recorder Connector
4. Cabinet Interior Light 8. GF Cutout Switch
Sw.
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED
FOR THE AUXILIARY BLOWER MOTOR CIRCUITS
TO DE-ENERGIZE.
Do not attempt to perform Auxiliary Blower repairs

until it has been verified the system is de-ener-
gized by verifying the Blower Module Link LED’s If there is any question the system has potential
(6, Figure 3-2) on top of the AXCAP are NOT illumi- hazardous voltage present, return to the operator
nated. cab and perform the normal shutdown procedure.
Normal operation of the drive system at shutdown
should allow high voltages to be dissipated over
the time periods noted.
IN THE EVENT OF A SYSTEM FAILURE, perform-

ing the SHUTDOWN AFTER SYSTEM FAILURE
procedure will insure no hazardous voltages are
present in the drive system.
E3-2 AC Drive System Electrical Checkout Procedure 3/01 E03015

SHUTDOWN AFTER SYSTEM FAILURE
1. Before shutting down the engine, verify the status
of the drive system warning lights on the over-
head display. Use lamp check to verify proper
IF THE RED LIGHTS (6, FIGURE 3-2) ON THE
lamp function.
BLOWER CAPACITOR PANEL (AXCAP) (4) ARE
NOTE: The Link Voltage lights on the control cabinet ILLUMINATED AFTER FOLLOWING THE ABOVE
Information Display Panel (6, Figure 3-1) and the PROCEDURE, A FAULT HAS OCCURRED. (THE
contactor box are not lamp checked. NORMAL DE-ENERGIZATION TIME IS 10 TO 15
MINUTES.)
2. If any of the red drive system warning lights
are on, DO NOT attempt to open any cabinets, • Reinstall the control cabinet panel.
disconnect any cables, or reach inside the
• Do not perform maintenance on the
retarder grid cabinet EVEN AFTER SHUTTING
Blower Capacitor Panel, blower motor, or
DOWN THE ENGINE.
blower power cables.
3. If all red drive system warning lights are off, apply
• Notify the Komatsu factory representative
the parking brake, shut down the engine and
or Distributor immediately.
chock the wheels.
4. After the engine has been off for at least five (5)
minutes, inspect the Link Voltage lights in the
Information Display Panel (6, Figure 3-1) on the
main control cabinet, the contactor box, and back
wall of the operator cab (next to the DID panel).
If all lights are off, the retard grids, wheel motors,
alternator, and power cables connecting these
devices are safe to work on.
5. The blower motors, control cabinet and power
cables connecting these devices may still be
unsafe. To establish these devices are safe, wait
approximately 15 minutes, open the top control
cabinet cover and inspect the red lights (6, Figure
3-2) on the Auxiliary Capacitor Panel (AXCAP)
(4). If these lights are off, the blower system,
blower power cables and remainder of the control
cabinet is safe to work on. The normal de-energi-
zation time is 10 to 15 minutes.
IF THE LINK VOLTAGE RED LIGHTS IN THE CON-

TROL CABINET INFORMATION DISPLAY PANEL,
AND/OR CONTACTOR BOX, AND/OR THE BACK FIGURE 3-2. BLOWER CONTROL DEVICES
WALL OF THE OPERATOR CAB CONTINUE TO BE
1. Snubber Panel
ILLUMINATED AFTER FOLLOWING THE ABOVE
2. Auxiliary Power Filter Inductor (AXIND)
PROCEDURE, A FAULT HAS OCCURRED.
3. Auxiliary Phase Control Rectifier and Power
• Leave all cabinet doors in place, do not Inverter Module (AXINV)
touch the retard grid elements, 4. Auxiliary Power Filter Capacitor Bank (AXCAP)
5. Information Display Panel
• Do not disconnect any power cables or
6. Blower Control System Warning LED’s
use them as hand or footholds.
7. Propulsion System Controller (PSC)
• Notify the Komatsu factory representative 8. Control Cabinet (RH Side, Top View)
or Distributor immediately.

SYSTEM CHECKOUT Note: The following test procedures are applicable to
Release 17 software. Procedures required for later
Test equipment needed to fully test A/C system software versions may vary. Contact the Komatsu
distributor or factory representative for current soft-
• One PTU (Portable Test Unit; lap top computer)
ware version available.
(The test could be more efficiently conducted with
two PTU units).
Battery and Control Checks of System
• One Digital Multi-Meter
WITH Battery Power OFF
• Several jumper wires
• One analog VOM
The Portable Test Unit (PTU) is used to test, download
and record system parameters on the TCI and PSC
modules. The PTU is plugged into the DB9 plug at the BE CERTAIN LINK VOLTAGE IS DRAINED DOWN
rear of the console, closest to the operator seat for before servicing propulsion system or performing
monitoring the PSC module. The PTU is plugged into tests.
the DB9 plug closest to the passenger seat for moni-
1. Preparation
toring the TCI Module.
a. Turn all three battery disconnects to the OFF
> The TCI and PSC can be pre-programmed at position.
the factory or can be programmed through the
b. Disconnect and insulate circuit wires 21SS and
DB9 ports in the operator cab, by GE or
21SR from engine starter if equipped with MTU
Komatsu personnel only.
engine. If equipped with MTU/DDC 16V4000
> The Aux-Inverter Blower system is pre-pro- or Komatsu engine, remove 21B from starter
grammed at the factory or chips may be in- solenoids.
stalled in the control board by GE personnel. c. Remove 50 amp fuse (BATFU) from inside the
> The Inverters are pre-programmed at the fac- control cabinet. (Grid side, lower corner.)
tory. d. Disconnect the four CN connectors on the PSC
panel and the three connectors on the TCI
If only one PTU is available, in some cases it will be
panel. Open both panels and slide cards (ex-
necessary to switch from the PSC port to the TCI port
cept 17FB127 cards) out far enough to discon-
or vice versa to complete the test when necessary to
nect from backplane.
monitor both during a test procedure. After the serial
cable has been switched, exit to the Mian Menu and e. Turn OFF all circuit breakers behind operator
the software will automatically switch to the menu for seat in cab and RB1, RB2, RB3, RB4, and RB5
the connected panel. in the Electrical Interface Cabinet.
f. Be certain key switch is OFF, 5 minute delay
Several different numbering methods or symbols are
timer is OFF, and the Rest Switch is in the
used in the following procedures to denote the opera-
REST position.
tion to be performed . . .
g. Turn all lights and switches off.
1., 2., a., b. etc.: Test preparation and instruction steps
are preceded by a number or a letter.
Procedures requiring visual checks, voltage meas-
Battery Circuit Voltage Check:
urements etc. are preceded by this symbol.
2. Measure voltage to ground at each of the following
¤ PTU keyboard entry steps are preceded by this
symbol. circuits; 11, 11B1, 712 @ TB32, 11ST @TB28.
All voltages should be zero.
{escape}: When a keyboard key must be pressed, the
key label is enclosed in braces. Resistance Checks, Low Voltage Circuits:
• PTU screen display information is
3. Measure resistance from ground to the circuits
shown in this type font and pre-
listed in Table I. STOP and troubleshoot any
ceded by this symbol.
direct short (0 ohms) to ground.

TABLE I. CIRCUIT RESISTANCE CHECKS
(All readings taken from circuit to ground)
APPROX.
CIRCUIT LOCATION NOTES
VALUE
11B1 * ∞ *Measure at the 12VDC insulator in the Electrical Interface Cabinet.
*Measure at the 24VDC insulator in the Electrical Interface Cabinet.
11 * ∞ All devices listed for 11A circuit reading must be OFF.
15V TB21 ∞
71GE TB22 120Ω
71TCI TB23 120Ω 17FL349 Panel Only (Not applicable on 17FL373 Panel.)
439 TB25 ∞
10V TB28 ∞
11SL TB28 ∞ Engine service lights turned OFF.
11ST TB28 ∞
15PV TB29 ∞
11S TB30 ∞ Ground level engine shutdown switch open
The following must be turned OFF:
Brake cabinet service light, operator cab light, passenger seat
11A TB30 ∞ compartment service light, hazard lights, headlights, ground level engine
shutdown switch, engine governor heater switch (MTU 396 only - in
Electrical Interface Cabinet), left and right side engine service lights.
Engine governor heater switch in Electrical Interface Cabinet open.
11T TB30 >36Ω (MTU 396 engine only)
11FR TB30 ∞ (MTU 396 engine only)
11HTR TB30 ∞ (MTU 396 engine only)
712 TB32 ∞ The Electrical Interface Cabinet service lights must be switched OFF.
71 TB32 ∞
11L CB30 ∞ Measure at circuit breaker CB30 in cab.
12M * >10Ω *Measure at AID Module terminal B-13 under passenger seat in cab.
12F * >200Ω *Measure at AID Module terminal B-12 under passenger seat in cab.

Resistance Checks, Propulsion System Circuits: 8. VOM positive lead on the DC negative bus and
the VOM negative lead on the DC positive bus.
4. Additional preparation
On the Rx1 scale the resistance should be
NOTE: Be certain preparations described in step 1. approximately 5.5 ohms.
have been completed.
a. Verify the PSC (17FL320) panel 104 pin con-
nectors are removed. Chopper Modules (CM1, CM2):
b. Verify the TCI panel connectors are removed.
9. With the VOM set on the Rx10,000 scale, meas-
c. Place the two Inverter Switches in the Informa- ure the following at each Chopper Module in the
tion Display Panel, on the side of the control electrical cabinet (left side when facing cabinet).
cabinet in the CUTOUT position (down).
GR(-) wire to ground - approximately 2 me-
d. Place the GF Cutout Switch, located in the gohms or greater.
Information Display Panel on the side of the
GR(+) wire to ground - approximately 2 me-
control cabinet, in the CUTOUT position
gohms or greater.
(down).
e. Verify the Rest switch on the instrument panel
is in the REST state.
Gate Driver Power Supply (GDPS):
f. Disconnect the CCLR1 connector and the
CCLR2 connector located in the electrical cabi- Note: Verify 50 amp fuse (BATFU) is removed.
net, to the left of the AFSE.
10. With the VOM set on the Rx10,000 scale, measure
g. Disconnect the RTN62 wire on TB4-D to re- the following at the Gate Drive Power Supply,
move the VAMS ground circuit. located in the electrical cabinet, below the Chop-
h. Remove the wires on the GB1 ground block, per Modules (left side when facing cabinet).
behind the AFSE. Make sure the lug on these Terminal AI-1 (circuit #GDAI1) to ground - 2
wires are not touching one another after the megohms or greater.
wires are removed.
Terminal AI-2 (circuit #GDAI2) to ground - 2
megohms or greater.
Terminal AI-3 (circuit #T305) to ground - 2
DC Link Checks: megohms or greater.
NOTE: Use an analog meter (VOM) to measure resis- Terminal 1B+ (circuit #BATPO1) to ground -
tance in the following steps: approximately 1000 ohms or or greater.
5. Place VOM positive lead on the DC plus link bus Terminal 1B+ to terminal 1B- (circuit
(top bus bar) and the VOM negative lead on a #RTNO1) - approximately 1.0K ohms on the
cabinet ground. Rx100 scale.
Resistance should be 2 megohms or Terminal 1B- to ground - read 0 ohms.
greater.
6. Place VOM positive lead on the DC negative bus
(bus underneath the positive link) and the VOM
negative lead on a cabinet ground.
Resistance should be 2 megohms or
greater.
7. Place VOM positive lead on the DC plus link and
the VOM negative lead on the DC negative link.
VOM must be on the Rx1 scale otherwise the link
capacitors will start charging and an accurate
reading will not be possible.
Resistance should be infinity (∞).

AFSE P1 adjustment: Battery and Control Circuit Checks of
11. Connect an ohmmeter from the wiper of Pot P1 System With Battery Power ON
(cathode of ZD1) to Terminal E (GND) on the
Battery Boost Module.
If necessary, adjust P1 to obtain an ohmme-
ter reading of 6000 ohms.
12. Restore the following circuits: CHECK TO BE CERTAIN LINK VOLTAGE IS
DRAINED OFF before performing tests.
a. Reconnect ground wires at GB1 ground block.
b. Reconnect wire RTN62 on TB4-D.
c. Reconnect the CCLR1 and CCLR2 connectors. 1. Preparation for Power Supply Voltage Checks:
a. Remove the 50 amp system fuse (BATFU)
GRR wiring:
located on the bottom left wall in the left com-
13. Remove the circuit #DCP20 wire on the DCPBUS partment of the control cabinet.
located to the right of the Main Rectifier Panel b. If equipped with MTU 396 engine, disconnect
(RD). Connect the VOM positive lead to this wire circuits 21SS and 21SR and insulate wire ter-
and the negative lead to the negative link bus. minals at the engine starter. If equipped with
Make sure the ground block wires are connected. Komatsu or MTU/DDC 16V4000 engine, dis-
Resistance should be 10K ohms. connect circuit 21B wires at the starter sole-
noids and insulate.
14. Reconnect DCP20.
c. Open the PSC panel (17FL320) cover and pull
15. Measure between the GRRC wire on GFIP Termi- all cards except the 17FB127 power supply
nal A to ground. card forward just enough to disconnect the
Resistance should be 500 ohms. cards from the panel.
16. Restore all circuits, harness connectors etc. Re- 1.) Verify the CNA, CNB, CNC, and CND con-
move meters. nectors are installed.
d. Open the TCI panel (located in the Electrical
17. Close battery disconnect switches. Close all open
Interface Cabinet) cover and pull all the cards,
circuit breakers.
except the 17FB127 power supply card, for-
ward just enough to disconnect the cards from
the panel .
1.) Verify the CNP round connector is installed.
2.) Verify the CNA and CNB connectors are
installed
e. Verify circuit breakers and battery disconnect
switches are closed.
f. Verify key switch and 5 minute idle delay timer
are off.

A3PV Panel (17FM458A2): NOTE: The voltage should be 25.0 volts minimum. If
voltage is significantly low, check battery circuits. If
2. Measure the following resistances at the terminals
voltage is slightly low, install a battery charger.
on the Alternator 3-phase Voltage Measuring
Module in the electrical cabinet (left side when 6. Check and record circuit 11B1 voltage to ground.
facing cabinet): Read approximately 12V DC.
Terminal G to ground - Approximately 900
7. Using a digital multimeter, check polarity at the
ohms
BATFU fuse holder.
Terminal E to ground - Approximately 150
With the leads on BATP (positive lead) and
ohms
RTN (negative lead) meter should indicate
Terminal E (negative lead) to Terminal G BATP is positive.
(positive lead) - Approximately 6K ohms.
8. Turn the Key Switch ON.
Sensor Power Supply (SPS):
9. Check Circuit 712 to ground.
3. Measure the following resistances at the Sensor Voltage should equal the Circuit 11 value in
Power Supply located in the center of the electri- step 5.
cal cabinet, above the terminal boards:
10. Turn the Key Switch OFF. Open the battery
V ( +) P24VDC19 to ground: >100 ohms
disconnect switches.
VR ( +) RTN58 to ground: 0 ohms
11. Reinstall the 50 amp fuse (BATFU).
S ( +) P24VDC14 to ground: >100 ohms
RS ( +) RTN57 to ground: 0 ohms Checks with Key Switch ON:
S (-) N24VDC14 to ground: >100 ohms 1. Close the battery disconnect switches. Turn key
RS (-) RTN61 to ground: 0 ohms switch ON.
V (-) N24VDC19 to ground: >100 ohms 2. Turn ON the Control Power Switch (CPS) in the
VR (-) RTN60 to ground: 0 ohms Information Display Panel on the side of the con-
IN (-) RTN59 to ground: 0 ohms trol cabinet.
IN (+) BP24V03 to ground: >100 ohms 3. Measure voltage between the circuits listed below
and cabinet ground:
4. Preparation continued.
At A3PV (17FM458 panel, left side of con-
a. Verify key switch is OFF, batteries are con-
trol cabinet), measure +15VDC at terminal
nected and the battery disconnect switches
G (circuit P15VDC04).
closed.
At A3PV, measure -15VDC at terminal E
b. Verify all circuit breakers are closed.
(circuit N15VDC04).
c. Ground level shutdown/prop lock out switch
must be closed (Run position). 4. Measure and verify the specified voltage to
ground at the following locations in the Electrical
Interface cabinet:
+15 volts at the 15PV wire on TB29. (From
Checks with Key Switch OFF:
TCI, supply to operator control pedals)
5. With key switch OFF, verify 25.0 volts to ground +15 volts at the 15V wire on TB21.(From
minimum at the location shown in parenthesis on TCI, power to cab gauges)
the following circuits:
Approximately 11 volts at the 10V wire on
11 (Front wall, Electrical Interface Cabinet) TB28.
11S (TB30)
If truck is equipped with Komatsu or MTU/DDC
11L (CB30) 16V4000 engine, measure the following:
11A (TB30) +15 volts at the 15VL wire on TB32.
11SL (TB28) Approximately 14.8 volts at the 15SIM wire
on TB32.

5. Measure voltage between circuit 72E (TB24) (+) 12. Connect a VOM across the screws securing the
and circuit 72R (TB24) (-) in the Electrical Inter- green plate on the edge of the 17FB144 card in
face Cabinet. the TCI panel. Connect the positive lead to the top
Voltage should be 5.0 volts. screw and the negative lead to the bottom screw
Verify approximately 3.5 volts.
6. If truck is equipped with Komatsu engine, install a
jumper from 22F0 @ TB32 to ground. Note: If battery voltage is low in step 12 or 13, refer to
Voltage should change to 7.0 volts. “Memory Backup Battery Replacement” instructions
on the following page.
7. Remove jumper to 22F0.
TCI Card Checks:
8. Verify the display on the DID panel is lit.
13. Turn OFF the Control Power Switch (CPS).
14. Plug in the 17FB144, 17FB160, and 17FB104
cards.
Sensor Power Supply (SPS): 15. While observing the FATL LED’s at the bottom of
NOTE: Check only if experiencing problems with the the 17FB144 card by the card extractor, turn ON
Fiber Optic Card, the LEM’s, or the Capacitor the Control Power Switch and notice that both
Monitor Panel. LED’s will turn on briefly then turn off.
9. Measure and verify the specified voltages below: 16. If either LED stays lit with the Control Power on, it
indicates that a TCI card is defective or the 5 volt
Input Voltage supply is not present.
Voltage should be between +20 and +32
volts with voltmeter positive (+) lead on
“IN+” (SP24V03) and negative lead (-) on
“IN-” (RTN59).
Positive Output Voltage
Voltage should be between +22.8 and +25.2 Be certain control power is turned OFF before
volts with voltmeter positive (+) lead on “V+” removing or installing cards in the following pro-
(P24VDC19) and negative lead on “VR+” cedure.
(RTN58). 17. Turn CPS OFF and pull each TCI card individually
Negative Output Voltage to determine which card may be causing the LED
to stay lit.
Voltage should be between -22.8 and -25.2
volts with voltmeter positive (+) lead on “V-”
(N24VDC19) and negative lead on “VR-”
(RTN60).
CPU Battery Checks:

10. Turn OFF the Control Power Switch (CPS) for this
test.
11. Connect a VOM across the screws securing the
green plate on the edge of the 17FB147 card in
the PSC panel. Connect the positive lead to the
top screw (2, Figure 3-3) and the negative lead to
the bottom screw (4).
Verify approximately 3.5 volts.

MEMORY BACKUP BATTERY REPLACEMENT TCI PROGRAMMING
The replaceable memory backup battery on the NOTE: At the present time, GE or KMS PERSON-
17FB144 or 17FB147 card will require replacement if NEL must be present to program the TCI.
voltage is low when performing “CPU Battery Checks”
test or if during truck operation an event code appears
on the DID display as follows:
17FB147: Event Number 095 (BBRAM Battery
Low) BE SURE TO VERIFY LINK VOLTAGE IS DIS-
CHARGED BEFORE PERFORMING THE FOLLOW-
17FB144: Event Number 633 (BBRAM Battery
ING PROCEDURES.
Failure)
To replace the battery on either card:

1. Disconnect Circuits 21SS and 21SR, and insulate
1. With control power OFF, remove the appropriate from engine starter if equipped with MTU 396
card and locate the green plate with the battery, engine. If MTU/DDC 16V4000 or Komatsu engine
near the card edge. (See Figure 3-3.) is installed, disconnect and insulate 21B circuits
2. Have a replacement battery (Komatsu Part Num- at starter solenoids. Apply park brake and brake
ber GE0455) available for immediate installation. lock.
a. Connect the serial communication cable from
To prevent data loss, the new battery must be
the PTU to the TCI port located behind the
installed within 5 minutes of removal of the old
center console in the cab on the passenger
battery.
side.
3. Remove the 2 screws (2 & 4, Figure 3-3) retaining b. Be certain the Rest Switch in the cab is in the
the battery assembly (3) to the mounting bocks. REST position.
(Note arrow direction (polarity) on green plate
before removal.) 2. Turn the key switch ON.
4. Remove old battery and install new battery posi-

tioned for proper polarity. Reinstall screws.
To program the 17FB144 CPU card:
5. Reinstall card in appropriate panel slot.
¤ c:\>ACNMENU {enter}
¤ Highlight “DOWNLOAD TCI PANEL" {enter}
¤ Highlight “SELECT TCI SETUP” {enter}
¤ Cursor to the appropriate configuration file for the
truck being programmed from the list of configu-
ration files {enter}
¤ Highlight- “DOWNLOAD TCI PANEL” {enter}
¤ Highlight- “DOWNLOAD TCI” {enter}
3. Cycle keyswitch or CPS when requested on

screen.
4. Verify the Object Code and Configuration file
shown on the screen for downloading is correct.
FIGURE 3-3. BATTERY LOCATION

(PSC Panel Shown)
1. FB147 CPU Card 4. Negative (-) Screw
2. Positive (+) Screw 5. FL320 Panel Enclosure
3. Battery Assy.

PSC PROGRAMMING INVERTER PROGRAMMING
NOTE: At the present time, GE or KMS PERSON- NOTE: At the present time, GE or KMS PERSON-
NEL must be present to program the PSC. NEL must be present to program the PSC.
BE SURE TO VERIFY LINK VOLTAGE IS DIS- BE SURE TO VERIFY LINK VOLTAGE IS DIS-
CHARGED BEFORE PERFORMING THE FOLLOW- CHARGED AND ENGINE IS NOT RUNNING BE-
ING PROCEDURES. FO R E P E RFO R MI NG TH E FO LLOW ING
PROCEDURES.
1. Open the right door on the Electrical Control
1. Disconnect Circuits 21SS and 21SR and insulate
Cabinet and connect the serial communication
from engine starter if equipped with MTU 396
cable from the PTU to one of the two ports located
engine. If MTU/DDC 16V4000 or Komatsu engine
to the right of the PSC Panel. (RS11 is used for
is installed, disconnect and insulate circuit 21B at
the inverter card in slot No. 09, RS12 is used for
the starter solenoids. Apply park brake and brake
the inverter card in slot No. 11.)
lock.
a. Connect the serial communication cable from
the PTU to the PSC port located behind the
To program the Inverters:
center console in the cab on the operator’s
side. ¤ c:\>ACNMENU {enter}
b. Be certain the Rest Switch in the cab is in the ¤ Highlight “DOWNLOAD INVERTERS” {enter}
REST position. ¤ Highlight either “DOWNLOAD TMC (17FB172)
2. Turn the Key Switch ON. or “DOWNLOAD IMC (17FB138)”, depending on
which cards are installed in slots No. 09 and 11.
{enter}.
To program the 17FB147 CPU card:
¤ c:\>ACNMENU {enter} 2. Cycle keyswitch or CPS when requested on
¤ Highlight “DOWNLOAD PSC PANEL” {enter} screen.
¤ Highlight “SELECT PSC SETUP” 3. Verify the file shown on the screen for download-
ing is correct.
¤ Cursor to the appropriate configuration file for the
truck being programmed from the list of configu-
ration files {enter}
¤ Highlight “DOWNLOAD PSC PANEL”
¤ Highlight “DOWNLOAD PSC”

screen.
4. Verify the Object Code and Configuration file
shown on the screen for downloading is correct.

TCI CHECKOUT View/Set the Date and Time in the PSC panel:
¤ Cursor to “Special Tasks” {enter}
¤ Cursor to “View/Set Time” {enter}
¤ Cursor to “Day of Month”
¤ Type day of month {enter}
BE SURE TO VERIFY LINK VOLTAGE IS DIS-
CHARGED BEFORE PERFORMING THE FOLL- ¤ Arrow to desired month {enter}
WING PROCEDURES. ¤ Cursor to “year” - type year {enter}
1. Disconnect Circuits 21SS and 21SR, and insulate ¤ Cursor to “hour” - type hour {enter}
from engine starter if equipped with MTU 396 ¤ Cursor to “minute” - type minute {enter}
engine. If MTU/DDC 16V4000 or Komatsu engine
is installed, disconnect and insulate 21B circuits ¤ Move cursor to “(reset clock)” {enter}
at starter solenoids. Apply park brake and brake ¤ Cursor to “exit” {enter}
lock.
Check Comm Status:
Log on to the TCI panel: On the TCI PTU:
2. Connect the serial communication cable from the ¤ Move the cursor to “Normal Operation” {enter}
PTU to the TCI port located behind the center
console in the cab on the passenger seat side. ¤ Cursor to “TCI Real Time Data” {enter}
Turn control power ON. Verify PTU display indicates:
¤ c:\>ACNMENU {enter} • COMMLINK=OK
¤ Highlight- “PTU TCI & PSC” {enter} ¤ {escape}{escape}
¤ Type technician’s (your) name {enter} On the PSC PTU:
¤ Type your password {enter} ¤ Move the cursor to “Normal Operation” {enter}
Set the Date and Time in the TCI panel: ¤ Cursor to “PSC Real Time Data” {enter}
¤ Cursor to “Special Tasks” {enter} Verify PTU display indicates:

• COMMLINK=OK
¤ Cursor to “Set Date & Time” {enter}
¤ Cursor to “Day of Month” ¤ {escape} {escape}
¤ Type day of month {enter} Check Modular Mining Communication Port:
¤ Cursor to “month” {enter} 4. Connect the serial communication cable from a
¤ Arrow to desired month {enter} PTU to the port near the DID panel in the cab
behind passenger seat.
¤ Cursor to “year” - type year {enter}
¤ Cursor to “hour” - type hour {enter} ¤ c:\>ACNMENU {enter}
¤ Cursor to “minute” - type minute {enter} ¤ Highlight - “PTU TCI & PSC” {enter}
¤ Move cursor to “(reset clock)” {enter} ¤ Type your name {enter}
¤ Cursor to “exit” {enter} ¤ Type your password {enter}

¤ Cursor to “Normal Operation” {enter}
Log on to the PSC panel:
¤ Cursor to “TCI Real Time Data” {enter}
3. Connect the serial communication cable from
Verify the PTU is communicating on this screen by
another PTU to the PSC port, behind the center
observing a blinking cursor on the screen.
console in the cab on the driver side.
¤ {escape} {escape}
¤ Highlight - “PTU TCI & PSC” {enter}
¤ Type your name {enter}
¤ Type your password {enter}

TCI Analog Input Checks:
On the TCI PTU:
¤ Move cursor to “Normal Operation” {enter}
¤ Cursor to “TCI Real Time Data” {enter}
1. Verify analog values and functions highlighted on the PTU are similar to the examples below:
Note: Actual values shown

in illustrations will vary from
those displayed on truck
being serviced:
2. Press {enter} to display “TCI SERIAL LINK DATA” screen shown below:
3. Press {enter} to display “TCI ANALOG INPUT CHANNELS” screen below:

TCI Digital Output Tests:
Note: The lamp test switch on the Overhead Display
will not activate the G.E. propulsion system lamps
when the PTU is in the Manual Digital Output Test
Before performing step 18 (Table II), verify circuits
mode.
21SS and 21SR (MTU 396 engine) are removed
1. Apply the park brake switch and place the Rest from the starters or 21 B (MTU/DDC 16V4000 or
switch in the OFF position. Komatsu engine) are removed from starter sole-
noids and the parking brake is applied.
2. On the TCI COMMUNICATION MENU, place
cursor on “Engine Stopped Tasks” and press 5. For Table II, step 18, change PTU from “Engine
{enter}. Stopped Tasks” screen to Real Time Data
screen:
3. Place cursor on “Manual Test Screen”. Press
{enter}. ¤ {escape} {escape}
4. For Table II steps 1 through 17, turn on each ¤ cursor to “Normal Operation” {enter}
discrete output by highlighting it then pressing ¤ cursor to “TCI Real Time Data” screen {enter}
{enter}. After the output is verified, press {enter} a. Place selector switch in NEUTRAL and apply
to turn it off. Refer to Figure 3-4 for lamp location park brake.
and color.
TABLE II: TCI DIGITAL OUTPUT TESTS

LOCATION
STEP DO NAME DESCRIPTION
(FIG. 3-4)
1 RESTLT Rest Light B6
2 PSCNOTRDY Propel System Not Ready Light C6
3 REDUCELT Reduced Propulsion Level Light D6
4 LINKONLT Link ON light, DID Panel (Behind Operator’s Seat)
5 TEMPWARNLT Propulsion System Temperature Warning Light C5
6 NORETARDLT No Retard, No Propel Light A5
7 NOPROPELLT No Propel Light A6
8 PSCWARNLT PSC Warning Light B5
9 RTRDCONTLT Reduced Retarding Light D6
10 HYDBHOTLT Hydraulic Brake Fluid Hot Light D5
Verify park brake switch is applied:
11 PKBRKON Measure Circuit 52CS @ TB26 to ground: Verify 0.0 volts A3
Press {enter} to turn PKBRKON on: Verify approx. 24 volts
12 RETARDLT Retard Light (on overhead display) D3
13 RETARDXLT Retard light (on top of cab and rear of truck)
Battery Separate Relay
14 BATSEPC Measure Circuit 21BSR @ TB28 to ground
With BATSEPC highlighted, press {enter}: verify 0.0 VDC
15 SPEED1 not used
16 SPEED2 not used
17 REVERSELT Activates backup horn and backup lights B4
Refer to TCI Digital Output Test procedure step 5. before performing the following test:
18 ENGCRANK Engine Crank Signal

b. Turn key switch to START position.
Trucks without prelube system:
Measure 24V DC to ground on Circuit 21A
(TB25) and also 21B (TB31) to ground.
Trucks with prelube system:
Measure 24V DC to ground on Circuit 21A
@ TB25 and also 21PT @ TB28 to ground,
after the prelube system has reached
proper oil pressure. (Note: Engine oil level
must be correct.)
Verify digital input ENGSTRTREQ and digi-
tal outputs ENGCRANK, ENGCRNKX, and
BATSEPC are highlighted when 21A (&
21PT) and 21B are 24V DC.
6. Return key switch to ON position.
FIGURE 3-4. STATUS/WARNING LIGHTS
7. Move selector switch to FORWARD.
8. Turn key switch to START. Row /
Indicator Description Indicator Color
Circuit 21A should remain 0V DC. Column
9. Release key switch. A1* Spare
B1* Low Steering Pressure Red
10. Place selector switch in NEUTRAL. C1 Low Accumulator Precharge Red
D1 Spare
11. Place park brake switch in the OFF position.
E1 Low Brake Pressure Red
12. Turn key switch to START position. A2* Low Hydraulic Tank Level Red
B2* Autolube Low Pressure Amber
Circuit 21A should remain 0VDC.
C2* Circuit Breaker Tripped Amber
13. Release the key switch. D2* Hydraulic Oil Filter Restricted Amber
E2* Low Fuel Amber
14. Apply parking brake. A3* Park Brake Applied Amber
B3* Service Brake Applied Amber
C3* Body Up Amber
D3* Dynamic Retarding Applied Amber
E3 STOP ENGINE Red
AUX ERROR CODE Check: A4* Spare
B4* Manual Back-Up Lights Amber
1. With the PTU still on the TCI Real Time Data
C4* 5 Min. Shutdown Timer Amber
screen, check the AUX_ERROR_CODE at the
D4* Retard Speed Control Amber
upper right of the screen:
E4* CHECK ENGINE Amber
Value should be blank or (001) A5 No Propel/Retard Red
B5 Propulsion System Caution Amber
Note: Value will be (-01) if the TCI is not communicat-
C5 Propulsion Sys. Temp. Caution Amber
ing with the aux inverter.
D5 High Brake/Hydraulic Oil Temp. Red
STOP ENGINE (Komatsu engine
E5* Red
only)
A6 No Propel Red
B6 Propulsion System at Rest Amber
C6 Propulsion System Not Ready Amber
D6 Propel System at Reduced Level Amber
E6 Retard System at Reduced Level Amber
NOTE: On later model trucks, lamps indicated * can be dimmed
using dimmer control on Overhead Display Panel

TCI Digital Input Tests: 4. Turn OFF and ON all circuit breakers on relay
boards RB1, RB2, RB3, RB4, and RB5 in the
1. Verify park brake switch is on. Turn REST switch
Electrical Interface Cabinet.
OFF (down).
Verify the Circuit Breaker Tripped lamp on
2. On the TCI COMMUNICATION MENU, select the overhead display illuminates when each
“Engine Stopped Tasks” and press {enter}. circuit breaker is turned off, except as noted
¤ cursor to “Manual Test Screen” below.
3. Activate each truck function listed in Table III for Note: To check CB19 on relay board #3, selector
Table checkout steps 1 through 16. switch must be in REVERSE position. CB20 will not
Verify the inputs are highlighted on the PTU activate Circuit Breaker Tripped lamp when turned off.
screen when activated. 5. Turn OFF circuit breakers on RB2.
When performing step 1 in Table III, and if Verify the Circuit Breaker Tripped lamp on
truck is equipped with warning/caution light the overhead display illuminates.
dimmer, adjust the dimmer control and ver-
ify intensity of lamps indicated by * in Figure 6. Check steps 17 and 18 in Table below.
3-4 can be varied. (Remaining lamps will re- 7. Remove jumpers and turn circuit breakers on RB2
main at full intensity regardless of dimmer ON.
control position.)
8. Press {escape} {escape}
NOTE: In some steps it may be necessary to jumper
a circuit to activate the function. Refer to Table III below
for instructions.
DID Display:
1. Observe the DID display.
The cursor to the right of the event code
should appear to spin.

TABLE III: TCI DIGITAL INPUT TESTS
STEP DO NAME DESCRIPTION
1 LAMPTEST Lamp Test Switch (Overhead Display - all lamps except last two rows should illuminate)
Check Engine Caution Lamp (Jumper circuit 419M @ TB30 to ground to illuminate overhead lamp)
2 ENGCAUTION
(Note: If equipped with Komatsu engine, ENGCAUTION will not be highlighted on PTU.)
Stop Engine Warning Lamp (Jumper circuit 509 @ TB30 to ground to illuminate overhead lamp)
3 ENGWARN
If equipped with Komatsu engine, jumper 528A @ TB32 to ground to illuminate 2nd indicator lamp.)
4 RESET Clear/delete pushbutton switch on Console
5 RESTSW Rest Switch (Place switch in RESTposition to activate)
6 REVREQ Selector Switch in REVERSE position
7 FORREQ Selector Switch in FORWARD position
8 ENGKILL Engine Shutdown Switch (Depress switch on console)
9 DATASTORE Data Store Switch (on front of console - push to activate)
10 BODYDWN Body Up Switch (Activated when body is down)
11 PRKBRKSW Park Brake Switch (Highlighted with switch ON)
Park Brake Feedback Signal (Highlighted - Jumper circuit 73S on Park Brake Pressure switch, on
12 PRKBRKFDBK
brake manifold in brake cabinet to ground to remove highlight.)
13 ENGSTRTREQ Engine Start Request (Refer to Digital Input for check procedure)
14 RSC Retard Speed Control Switch (on console - pull up to highlight)
15 OVERPAYLD Truck Overloaded (Jumper circuit 72IP@TB29 to circuit 712 @ TB32)
16 CONTROLON Control Power ON (Do not check)
Refer to procedure step 3. before performing the following checks (RB2 circuit breakers must be OFF):
17 MIDPAYLD Truck at 70% Payload (Jumper 73MS @TB25 to ground.)
18 FULLPAYLD Truck Fully Loaded (Jumper 73LS @TB25 to ground.)

PSC Checkout Procedure 7. Highlight the devices listed in steps 1 through 11
in the Table below on the digital output section on
PSC Digital Output Tests: this screen and then press {enter}. Press {enter}
1. Turn OFF the Control Power Switch. again to turn off
2. Place the Rest Switch In the cab in the OFF 8. For step 14 (GD1E) in Table IV below, use an AC
position. Turn Park Brake switch ON. voltmeter set on 750V AC scale to check for 90
to 100 volts AC between the pins on each round
3. Disconnect the round connector at the top of each connector removed in step 3 (cable side) to In-
Phase Module and Chopper Module. verter 1, (top row).
4. Connect the serial communication cable from the 9. Use the AC voltmeter to check for 90 to 100 volts
PTU to the PSC port, behind the center console AC between the pins on the round connector on
on the driver’s side. the top of Chopper Module One (CM1 G-X) re-
5. Turn ON the Control Power Switch. moved in step 3.
¤ Press {escape} {escape}
6. Type the following on the PTU keyboard:
10. Turn OFF the Control Power Switch
¤ Highlight “PTU TCI and PSC” {enter} 11. Reconnect the round connectors to Inverter 1.
¤ Type your name {enter} 12. Reconnect the round connector to Chopper Mod-
ule 1.
¤ Cursor to “Engine Stopped Tasks” {enter}
¤ Cursor to “Manual Test Mode” {enter}
TABLE IV: PSC DIGITAL OUTPUT TEST

STEP DO NAME DESCRIPTION DEVICE CHECKOUT
Verify the GF contactor picks up and GFFB is highlighted on the PTU
1 GF GF Contactor (NOTE: The GF Cutout Switch must be in the NORMAL (up) position to
check).
2 GFR GFR Contactor Verify the GFR relay picks up and GFRFB is highlighted.
3 RP1 RP1 Contactor Verify RP1 picks up and RP1FB is highlighted.
With CPRL highlighted turn off CPS and verify that control power is not
6 CPRL Control Power Relay
lost. Turn CPS back on.
With AFSE highlighted verify 24 volts to ground on the “+25” terminal on
7 AFSE Alternator Field Static Exciter
the AFSE terminal board.
Verify the second LED from the top (labelled Control System OK), located
8 SYSRUN Control System OK LED
on Information Display Panel on the side of the control cabinet is ON.
Verify the fourth LED from the top (labelled Test Mode), located on the
9 TEST Test Mode LED
Information Display Panel on the side of the control cabinet is ON.
Verify the fifth LED from the top (labelled Rest Mode), located on the
10 REST Rest Mode LED
Information Display Panel on the side of the control cabinet is ON.
Verify the third LED from the top (labelled System Fault), located on the
11 SYSFLT System Fault LED
side of the control cabinet is on.
For steps 12 & 13, jumper a 20K ohm resistor across circuits 72FD (TB23) to 712 (TB32) and a 20K ohm resistor across circuits 79RD
(TB23) to 712 (TB32). Remove resistors after steps 12 and 13 are completed.
12 FORT Forward Travel Direction Verify circuit 72FD changes from 24VDC to 0VDC when FORT is activated
13 REVT Reverse Travel Direction Verify circuit 79RD changes from 24VDC to 0VDC when REVT is activated
Gate Drive Power, Inverter 1 Enable
14 GD1E Refer to steps 8 through 15 in digital output test procedure.
Signal
Gate Drive Power, Inverter 2 Enable
15 GD2E Refer to steps 16 through 24 in digital output test procedure.
Signal
16 CMCTL Chopper Module Control Do not check.
17 AUXRESET AUX Inverter Reset Do not check.

13. Turn ON the Control Power Switch 21. Turn ON the Control Power Switch
¤ Cursor to “Engine Stopped Tasks” {enter} ¤ Cursor to “Engine Stopped Tasks” {enter}
¤ Cursor to “Manual Test Mode” {enter} ¤ Cursor to “Manual Test Mode” {enter}
¤ Highlight GD1E on the digital output section and ¤ Highlight GD2E on the digital output section and
press {enter}. press {enter}.
When performing the following procedures, never When performing the following procedures, never
look directly into the fiber optic light. Eye damage look directly into the fiber optic light. Eye damage
could result. could result.
14. Carefully remove the grey plug on the top of each
Phase Module for Inverter 1.
22. Carefully remove the grey plug on the top of each
Without looking directly into the plug on Phase Module for Inverter 2.
each Phase Module, verify that a red light is
Without looking directly into the plug on
present.
each Phase Module, verify that a red light is
15. Carefully remove the grey plug on the top of present.
Chopper Module 1.
23. Carefully remove the grey plug on the top of
Without looking directly into the plug on Chopper Module 2.
Chopper Module One, verify that a red light
Without looking directly into the plug on
is present.
Chopper Module 2, verify that a red light is
16. For step 15 (GD2E) in the PSC Digital Output Test present.
Table, use an AC voltmeter to check for 90 to 100
24. Reconnect plug on each Phase Module 2 for
volts AC between the pins on each round connec-
inverter 2 and Chopper Module 2.
tor removed in step 3 (cable side) to Inverter 2
(bottom row).
17. Use an AC voltmeter to check for 90 to 100 volts
AC between the pins on the round connector on
the top of Chopper Module 2 (CM2 G-X) removed
in step 3.
¤ Press {escape} {escape}
18. Turn OFF the Control Power Switch
19. Reconnect the round connectors to Inverter 2.
20. Reconnect the round connector for Chopper Mod-
ule 2.

PSC Digital Input Checks: 3. Turn OFF the key switch in the cab.
The following tests are made on the “Manual Test KEYSW and CPSFB will no longer be high-
Screen” as selected during PSC Digital Output Test lighted
procedure. 4. Turn ON the key switch.
1. With the key switch and the Control Power Switch 5. Turn OFF the Control Power Switch.
ON:
KEYSW will stay highlighted, CPSFB will no
Verify the digital inputs in steps 1 through 5 longer be highlighted.
in Table V below are highlighted.
6. Turn ON the Control Power Switch.
2. Check digital inputs in Table steps 7 through 9
using the instructions in the Device Checkout ¤ Press {enter} to turn off CPRL.
column. ¤ {escape} {escape}
¤ Highlight CPRL on the digital output section of 7. Turn OFF Control Power Switch.
the PTU screen and then press {enter}.
TABLE V: PSC DIGITAL INPUT TEST

STEP DI NAME DESCRIPTION DEVICE CHECKOUT
1 KEYSW Key Switch
2 CPSFB Control Power Switch Feedback With the Key Switch and Control Power Switch ON, digital inputs should
3 CNFB Panel Connectors Status be highlighted.
4 CNIFB CNI and CNENG Connector Status
5 CNXFB Auxiliary Blower Connector Status
Will be highlighted with Inverter #1 switch on the side of the control
6 INV1CO Inverter 1 Cutout Switch Status
Will be highlighted with Inverter #2 switch on the side of the control
7 INV2CO Inverter 2 Cutout Switch Status
8 BRKON1 Service Brake Apply Status Will be highlighted with wire 44R (TB26) jumpered to 712 (TB22) (Wires
9 BRKON2 Service Brake Apply Status do not have to be removed.)

17FM458 Panel Checks: 6. With the PTU connected to the PSC, enter the
following:
A3PV Panel
1. Remove the wires from panel terminals A and C. ¤ Highlight “PTU TCI & PSC” {enter}
2. With the Control Power Switch ON, measure ¤ Type your name {enter}
voltage between terminals D and F:
Verify 0.0 ±30 Millivolts.
¤ Cursor to Normal Operation {enter}
3. Connect a jumper wire from the BATFU fuse ¤ Cursor to “PSC Real Time Data” {enter}
located on the bottom left wall in the left compart- Verify LINKV is equal to battery volts
ment to terminal A on A3PV.
7. Remove the jumper wires. Reconnect the wires
4. Connect a jumper wire from a cabinet ground to to terminals A and C.
terminal C on A3PV.
5. Measured voltage between terminals D and F.
Verify panel output is 0.12 volts (battery Thermistor Checks:
volts divided by 200)
1. With the PTU connected to the PSC:
6. Connect a serial communication cable from the
PTU to the PSC. ¤ Cursor to Normal Operation {enter}
¤ Cursor to “PSC Real Time Data” {enter}
7. On the PSC PTU, enter the following:
Verify AUXPCT is showing ambient tem-
¤ c:\>ACNMENU {enter} perature
¤ Highlight “PTU TCI & PSC” {enter} Verify AUXIT is showing ambient tempera-
¤ Type your name {enter} ture
¤ Type your password {enter} Verify AFSET is showing ambient tempera-
ture
¤ Cursor to Normal Operation {enter}
¤ Cursor to “PSC Real Time Data Screen” {enter}
Verify A3PV is approximately 1.17 X battery 17FM384 Panel Check:
volts
1. With the PTU connected to the PSC;
8. Remove the jumper wires.
¤ Cursor to Normal Operation {enter}.
9. Reconnect the wires to terminals A and C.
2. Carefully remove the “FAILDIOD” wire from ter-
minal D on the 17FM384 panel.
LINKV Panel Verify FDIODE is highlighted on PTU screen
1. Remove the wires from panel terminals A and C. 3. Reconnect wire to terminal D.
2. With the Control Power Switch ON, measure
voltage between terminals D and F:
Verify 0.0 ±30 Millivolts.
3. Connect a jumper wire from the BATFU fuse
located on the bottom left wall in the left compart-
ment to terminal A on LINKV.
4. Connect a jumper wire from a cabinet ground to
terminal C on LINKV.
5. Measure voltage between terminals D and F.
Verify panel output is 0.12 volts (battery
volts divided by 200)

Pedal Percentages and Meter Calibration Meter Calibration Procedure
The following procedures are used to calibrate the 1. Connect the serial communication cable from the
retarder and accelerator pedals, retarder lever, and the PTU to the TCI port, behind the center console,
hydraulic brake temperature and propel system tem- on the passenger side.
perature gauges and the speedometer for the soft- 2. Turn ON the Key Switch and the Control Power
ware. If any of the above components require Switch.
replacement during truck servicing or troubleshooting
procedures, the new or rebuilt component must be 3. On the PTU, enter the following:
recalibrated using the applicable procedure before the ¤ c:\>ACNMENU {enter}
truck is returned to service.
¤ Highlight “PTU TCI & PSC” {enter}
1. Connect the serial communication cable from the ¤ Type your password {enter}
PTU to the PSC port, behind the center console
on the driver’s side. 4. Turn park brake switch ON and turn Rest switch
OFF.
2. Turn keyswitch and Control power Switch ON.
C: Hydraulic Brake Fluid Temperature Meter:
3. Enter the following on the PTU:
¤ Cursor to “Engine Stopped Tasks” {enter}
¤ Cursor to “Temporary Meter Calibration”. {enter}
¤ Cursor to the box to the right of “Type a Test Hy-
¤ Type your name {enter} draulic brake Fluid Temperature” {enter}
¤ Type in: 120 {enter}
5. Hydraulic Brake Fluid Temperature meter should
¤ Cursor to “View/Set PSC Analog Outputs” {enter} move to a position near the line separating green
and red.
¤ Move the cursor to the “Increment\Decrement”
A: Retard Pedal: boxes and press {enter} to position the meter
¤ Cursor to the box in the “#” column on channel pointer on the line between the green and red
one {enter} sections.
¤ Type in: 359 {enter} 6. When at the desired meter position, record the
value shown in the Gauge Scale box.
1. Parameter name will be rpinhi_ail5.
Record the parameter value with the retard D: Propulsion System Temperature Meter:
pedal fully released. (typical value; 1.50 ¤ Cursor to the box to the right of “Type a Test Pro-
volts). pulsion System Temperature” {enter}
Record the parameter value with the retard
¤ Type in: 60 {enter}
pedal fully depressed. (typical value; 9.50
volts). 7. Propulsion System Temperature meter should
move to a position near the line separating green
B: Retard Lever: and yellow.
¤ Cursor to the box in the “#” column on channel ¤ Move the cursor to the “Increment\Decrement”
two {enter} boxes and press {enter} to position the meter
¤ Type in: 344 {enter} pointer between the green and yellow sections.
1. Parameter name will be retlever_ail4. 8. When at the desired meter position, record the
value that is in the Gauge Scale box.
Record the parameter value with the lever
up (typical value; 0.0 volts).
Record the parameter value with the lever
down (typical value; 8.75 volts).

E: Truck Speed: 12. Record the following information from the screen:
¤ Arrow to mph box {enter} F: Accelerator pedal:
¤ Type in: 25 {enter} Record the accel pedal voltage with pedal
9. Adjust speedometer internal adjustment pot to released (typical value; 1.61)
obtain 25 mph (or 40 km/h). Record the accel pedal voltage with pedal
¤ Type in: 40 fully depressed (typical value; 8.53)
10. Verify speedometer in cab reads 40 mph (or 64 G: Retard Speed Pot Setting:
km/h).
13. Pull the retard speed control button UP.
11. Press {escape} to return to Engine Stopped Menu Record value of RSC POT with knob fully
screen. counterclockwise (typical value; 10.75)
¤ Cursor to Exit {enter} Record value of RSC POT with knob fully
¤ On the TCI Communication Menu, cursor to “Nor- clockwise (typical value; 0.01)
mal Operation” {enter}
H: Pot Reference:
¤ Cursor to “TCI Real Time Data” {enter} Record value of POTREF (typical value;
¤ With TCI Real Time Data screen displayed, 10.86)
press {enter} to go to TCI Serial Link Data screen
14. Press {escape} to return to TCI Normal Operation
¤ Press {enter} to go to TCI Analog Input Channels Menu.
screen
¤ Cursor to Exit {enter}
¤ On TCI Communication Menu, cursor to Exit {en-
ter} {enter} to return to Main Menu.

Reprogram With Serial Numbers and Pedal Per- ¤ Cursor to: 5) Change/View Truck Specifics {enter}
centages:
¤ Type accelerator pedal, retard pedal and retard
¤ On the Main Menu, highlight “AC TRUCK lever percentages (see instructions and example
SETUP (CFG)” {enter} in Figure 3-5), for the OFF and fully applied posi-
tions.
¤ Cursor to “Mine Configuration” {enter}
¤ Cursor to: 0) Select a truck config, currently us- ¤ Type meter scale values, and stat quarter start
ing file: {enter} month.
¤ Cursor to desired configuration file {enter} ¤ Cursor to Truck Identification Number and type
assigned mine truck number {enter}
¤ Cursor to: 2) Change/View Serial and Model
Numbers {enter} ¤ Cursor to “Leave Truck Specifics Screen” {enter}
¤ Type serial and model numbers ¤ Cursor to S) Save a truck configuration, file-
name: {enter}
¤ Cursor to “Go to Next Truck Serial and Model
Number Screen” {enter} ¤ Type the configuration filename {enter}
¤ Type serial and model numbers ¤ Cursor to Q) Quit {enter}
¤ Cursor to “exit” {enter} ¤ Type Y
¤ Cursor to: 4) View GE Product Service Screen

{enter}
¤ Type data
¤ Cursor to “Leave GE Product Service Screen”
{enter}
Use the following formulas to determine accelerator pedal, retard pedal, and retard lever percentages
to input on the Change/View Truck Specifics screen:
accel pedal value, from step F
× 100 = value For Truck Specifics screen
pot reference, from step H
retard pedal value, from step A
retard lever value, from step B
Example:
To determine accelerator pedal percentages using above formula:
1. Divide accelerator voltage with pedal released (1.61 volts, step F) by Pot Reference Voltage (10.86 volts, step H). Multiply
result by 100 to obtain percentage value to enter for “percent accel pedal travel off request” on “Change/View Truck
Specifics” screen.
2. Divide accelerator voltage with pedal applied (8.53 volts, step F) by Pot Reference Voltage (10.86 volts, step H). Multiply
result by 100 to obtain percentage value to enter for “percent accel pedal travel full request” on “Change/View Truck
Specifics” screen.
FIGURE 3-5. PEDAL PERCENTAGE CALCULATIONS

I: Program TCI K: Check Pedal Percentages
(PTU connected to TCI port) ¤ On the PSC PTU - cursor to “Normal Operation”
{enter}
1. Place the REST switch in the OFF position and
turn keyswitch ON. ¤ Cursor to “PSC Real Time Data” {enter}
To program the 17FB144 CPU card: 1. With the accelerator pedal released, verify the
following is displayed:
¤ From the Main Menu, highlight “DOWNLOAD • ACCEL_SEL = 0.00
TCI PANEL” {enter}
¤ Highlight “SELECT TCI SETUP” {enter} 2. With the accelerator pedal fully applied, verify the
following is displayed:
¤ Cursor to configuration desired {enter}
• ACCEL_SEL = 1.00
¤ Highlight “DOWNLOAD TCI PANEL” {enter}
3. With the retard pedal released and retard lever
¤ Highlight “DOWNLOAD TCI” {enter} up, verify the following is displayed:
2. Cycle keyswitch or CPS when requested on • RETRD_SEL = 0.00
screen.
4. With the retard pedal fully applied, verify the
3. Verify the Object Code and Configuration file following is displayed:
shown on the screen for downloading are correct.
• RETRD_SEL = 1.00
5. With the retard lever fully down, verify the follow-
ing is displayed:
J: Program PSC
• RETRD_SEL = 1.00
(PTU connected to PSC port)
6. With Retard Speed Control knob pulled up and
1. Turn keyswitch ON. the knob turned fully counterclockwise, verify the
To program the 17FB147 CPU card: following is displayed:
• RSCMPH = 5
¤ From the Main Menu, highlight “DOWNLOAD
PSC PANEL” {enter} 7. With Retard Speed Control knob pulled up and
¤ Highlight “SELECT PSC SETUP” {enter} the knob turned fully clockwise, verify the follow-
ing is displayed:
¤ Cursor to configuration desired {enter}
• RSCMPH = 39 (see note below)
¤ Highlight “DOWNLOAD PSC PANEL” {enter}
Note: In step 7, truck configurations 07E and 13E will
¤ Highlight “DOWNLOAD PSC” {enter}
indicate 31 (instead of 39) for 38.1 gear ratio.
screen.
¤ 3. Verify the Object Code and Configuration file
shown on the screen for downloading are correct.

LOAD TESTING 1. Connect a voltmeter across resistor R1 located in
the Contactor Box on the Electrical Cabinet.
1. Reconnect wires 21SR and 21SS (MTU 396
engine) to the starter or 21B (MTU/DDC 16V4000 a. Connect the positive lead to BAT
or Komatsu engine) to the starter solenoids. b. Connect the negative lead to F101.
2. Place both Inverter Cutout Switches on the side 2. Close the cabinet door.
of the control cabinet to the CUTOUT position 3. Turn Key Switch and Control Power Switch ON.
(down).
4. Connect one serial communication cable from the
3. Place the Rest Switch in the REST position. PTU to the PSC port.
4. Make sure the wheels are chocked, and the park ¤ C:\>ACNMENU {enter}
brake switch is ON.
5. Install locks on the three front doors of the electri-
cal cabinet. Also secure the 3 top covers.
PRELOAD CHECKS ¤ Cursor to “Normal Operation” {enter}
Alternator Speed Sensor Check: ¤ Cursor to “PSC Real Time Data” {enter}
5. Verify the analog values and the functions high-
1. Connect an AC voltmeter to circuits 74X (TB22)
lighted on the PTU are similar to Figure 3-6.
and 74Z (TB22).
6. Connect a second serial communication cable
2. Place the GF Cutout Switch in the CUTOUT
from the PTU to the TCI port.
position (down).
¤ C:\>ACNMENU {enter}
3. With Rest Switch in the REST position, start the
engine and operate at low idle. ¤ Highlight “PTU TCI & PSC” {enter}
Verify approximately 4 VAC on the meter. ¤ Type your name {enter}
Verify tach (in cab) reads approximately 700 ¤ Type your password {enter}
RPM. ¤ Cursor to “Normal Operation” {enter}
4. Shut down the engine. Remove voltmeter. ¤ Cursor to “TCI Real Time Data” {enter}
Battery Boost Check: 7. Verify the analog values and the functions high-
lighted on the PTU are similar to Figure 3-7.
8. Start the engine.
9. Place the GF Cutout Switch in the NORMAL
position (up).
THE BATTERY BOOST CHECK MUST BE PER-
FORMED EXACTLY AS DESCRIBED BELOW. 10. While observing the voltmeter installed in step 1,
place the Rest Switch in the OFF position.
• Failure to do so may result in serious in-
jury. The voltmeter will momentarily show about
18 volts and then drop to zero
• The contactors in the cabinet with the R1
resistor may be energized with the engine 11. Place the Rest Switch in the ON position.
running. DANGEROUS VOLTAGES ARE 12. Place the GF Cutout Switch in the CUTOUT posi-
PRESENT INSIDE THE CABINET. tion.
• Engine must be OFF during setup prepara- 13. Shut down the engine.
tion.
14. Verify ALL lights indicating link voltage are
• Rest switch in the cab must be in REST. OFF.
• GF cutout switch must be in the CUTOUT 15. Remove the voltmeter and lock the cabinet door.
position, (down).
• ALL Link Voltage lights must be OFF.

FIGURE 3-6. PSC REAL TIME DATA SCREEN
FIGURE 3-7. TCI REAL TIME DATA SCREEN

ADDITIONAL TRUCK CHECKS 3. Start the engine.
• Be certain Rest Switch is ON. 4. Move the GF Cutout Switch to the NORMAL
• Place Inverter Cutout switches in the CUTOUT position.
(down) position. 5. Move the Rest Switch to the OFF position.
1. Start engine and allow engine to warm up for 6. Check the rotation of the Aux Blower.
approximately 10 minutes.
Make sure it is rotating counterclockwise as
viewed from the driver side of the truck.
Hoist & Steering Circuit Switch Checks: Verify the Link Voltage lights are ON.
Verify that the exhaust holes on the control
2. On the inner side of the fuel tank, short Circuit 39 cabinet are free of debris and air is flowing
on hoist circuit hydraulic filters bypass indicator out of them.
switch, to ground.
The Hydraulic Oil Filter light in overhead 7. Move the Rest Switch to the REST position.
turns on. Note the Link Energized lights turn off.
3. At the steering circuit hydraulic filter, short circuit 8. Shut down the engine.
39 on filter bypass indicator switch to ground. 9. Replace the Aux Blower cover.
The Hydraulic Oil Filter light in overhead
turns on. Brake System Pressure Switch Checks:
4. On the fuel tank, short Circuit 38 at low fuel level 1. Start the engine.
switch to ground. 2. Verify the following:
The Low Fuel light indicator in the overhead All indicator lights on overhead are OFF ex-
should light. cept System Rest, Propel System Not
5. Short Circuit 51A at nitrogen precharge pressure Ready and Park Brake.
switches on top of steering accumulators to 3. Individually check (other than the differential pres-
ground. sure switch in rear axle housing) the service brake
The Low Accumulator Precharge indicator system switches on the truck. (This can be done
light is activated. This light stays on even by shorting the circuit to ground, momentarily.
when the short is removed. The circuits are active while being shorted.)
6. Use engine shutdown switch on selector switch a. Front to rear brake differential Circuit 33Z, in the
console to shut down engine. Do not turn Key front of operator cab. (There is a 5-second
Switch OFF. delay timer in this circuit.)
The Accumulator Precharge light should re- b. Front differential brake Circuit 33Z in the brake
main on and brakes and steering pressure cabinet. (There is a 5-second delay timer on
remain charged. this circuit.)
7. Turn key switch OFF. 4. Put brake lock switch ON.

Verify steering pressure bleeds down. a. Short Circuit 33T to ground (brake lock degra-
dation pressure switch located in brake cabi-
net). (There is a 5.0-second delay timer on this
circuit.)
Aux Blower Rotation Check b. Note that when the brake lock is applied, the
If the blower has been replaced or cables removed and service brake lights on the truck are active and
reinstalled, verify correct blower rotation to insure cor- the service brake light indicator on the over-
rect hookup. head display illuminates.
1. Remove the inspection cover from the Aux Blower

on the grid side of the truck.
2. Verify Inverter Cutout Switches are in the CUT-
OUT position (down).

5. Connect the PTU to the PSC communication port. Inverter Link Voltage Check:
¤ c:\>ACNMENU {enter} 1. On the PSC PTU:
¤ Highlight PTU TCI & PSC {enter} ¤ Cursor to “Normal Operations” {enter}
¤ Enter your name {enter} ¤ Cursor to “View/Set PSC Analog Outputs” {enter}
¤ Enter your password {enter} ¤ Cursor to the box in the “#” column on channel 3
¤ Cursor to “Normal Operation” {enter} {enter}
¤ Cursor to PSC Real Time Data {enter} ¤ Type in : 200 {enter}
(Parameter name will be INV1_LINK_VOLTS)
6. On the PSC Real Time data screen:
¤ Cursor to the box in the “#” column on channel 4
Verify BRKR1 and BRKR2 are highlighted
{enter}
when the wheel brake lock is applied.
¤ Type in : 235 {enter}
7. Turn brake lock switch OFF. (Parameter name will be INV2_LINK_VOLTS)
8. In the brake cabinet, short Circuit 33 on the brake 2. With the engine running, move the GF Cutout
pressure switch to ground. switch to the NORMAL position and the Rest
The low brake pressure light on the over- Switch to the OFF position.
head display and the low brake pressure Both Inverter link voltages (I1LV and I2LV)
buzzer should be active. at the bottom of the screen should be the ap-
9. On the left frame rail, short Circuit 33F at the proximately the same.
steering pressure switch on the bleeddown mani- 3. Place the Rest switch in the ON position.
fold to ground.
4. Press {escape} {escape].
The low brake pressure, low steering pres-
sure lights in the overhead should come on 5. Shut down engine and remove equipment.
and the low brake pressure buzzer should
be active.
Final Checks:
1. Place the REST switch in the OFF position.
2. With the PTU still connected to the PSC port and
the PSC REAL TIME DATA screen displayed
and the engine running, compare the values dis-
played with the values shown on the sample
screen in Figure 3-8.
3. Verify AUXFB is about 1700 rpm and exhaust air
is flowing from the rear exhaust ports of the
control cabinet.

On-Board Load Testing
4. On the PSC PTU:
Inspect and verify the front and side electrical 5. With the engine running, place the Rest Switch in
cabinet doors are closed and locked before per- the OFF position.
forming the following tests.
lighted on the PTU are similar to the screen
shown in Figure 3-8.
Preparation:
7. Place the Rest Switch in the REST position.
1. Jumper fan clutch control circuit to lock fan in full
on condition. 8. On the TCI PTU:
a. If truck is equipped with DDEC engine, jumper ¤ Cursor to “Normal Operation” {enter}
circuit 541M @ TB24 to ground. ¤ Cursor to “TCI Real Time data” {enter}
b. If truck is equipped with Komatsu engine,
9. With the engine running, place the Rest Switch in
jumper circuit 22FO @ TB32 to ground.
the OFF position.
Note: With release 17 software installed, load testing
can be activated through the DID panel if desired.
lighted on the PTU are similar to the screen shown
2. Connect a VOM from circuit 72E @ TB24 (+) to in Figure 3-9.
circuit 72R @ TB24 (-). This is the 10 volt load
hand-shaking signal from the engine. (Value
should be 5.0 volts with just control power on.)
Refer to “PVM Test” at the end of this section for
additional information.
3. Turn brake lock ON.
FIGURE 3-8. PSC REAL TIME DATA SCREEN SAMPLE

FIGURE 3-9. TCI REAL TIME DATA SCREEN SAMPLE
Initiate Loadbox Test: 2. “CCU” should momentarily display at the bottom

of the screen. (This is a self-test indication).
1. To initiate the loadbox test, on the PSC PTU:
3. Put the Selector Switch in NEUTRAL and depress
the accelerator pedal. RPM must be above 1300
¤ Cursor to “SELF LOAD ENGINE TEST” {enter} RPM to pick up RP1.
¤ Arrow to ENTER LDBX {enter} 4. Compare the values on the Loadbox Screen to
the values shown in Figure 3-10.
FIGURE 3-10. SELF LOAD TEST SCREEN, RP1 PICKED UP

NOTE: If the “HP ADJ” value is (-)400 it is an indication 7. Compare values displayed on the Loadbox Test
that the zero to ten volt engine command is not getting Screen with the sample screen in Figure 3-11.
to the PSC (Circuit 72E and 72R). Refer to “PVM
8. Fully depress the accelerator pedal to pickup all
Optimum Load Curve Handshaking Troubleshooting
three RP contactors.
Test” for additional troubleshooting information.
9. Compare the values on the loadbox screen with
the values shown in the sample screen in Figure
3-12.
10. Record the Loadbox Screen on the PTU as fol-
lows:
In the following step, air exhausted from grid vents a. While viewing the loadbox screen during full
can be very hot. load:
¤ Press the {F2} key
¤ Arrow down to “record” and press {enter}
5. Without touching them, check for air flow from the
grid blowers as follows: ¤ Type a filename and press {enter}
a. Increase engine RPM until two RP contactors 11. Note the “ENGLOAD” value On the screen:
pickup. If the value is 5 volts during load testing,
1.) Hot air should be felt from one front section loading is satisfactory.
of the grid. If the value is below 5 volts, the electrical
b. Reduce RPM to idle and then increase RPM to system needs to remove horsepower load-
pickup two RP contactors. ing. (This is an indication of a weak engine.)
1.) Hot air should be flowing from the other front If the value is above 5 volts, the electrical
section of the grid. system needs to load the engine more.
6. Warmup engine with two RP contactors picked up (This is an indication of a strong engine.)
until the engine coolant temperature stabilizes.
FIGURE 3-11. SELF LOAD TEST SCREEN, RP1 & RP2/3 PICKED UP

FIGURE 3-12. SELF LOAD TEST, RP1, 2 & 3 PICKED UP
12. The load box screen should be recorded and Manual Offset HP Output Adjustment
values compared to values calculated to account
If necessary to troubleshoot HP problems, use the
for parasitic losses at the elevation of the test site
following procedure:
and ambient temperature during testing as fol-
lows: 13. With loadbox initiated, cursor to “HP Offset” {enter}
Trucks with DDEC engine: ¤ Cursor to => 0 HP

a. The output horsepower should be 2700 HP ±5% ¤ Input a + or - offset but not greater than +300 {en-
@ 1900 +10, -15 rpm. ter}
b. The requested rpm from GE must be 1910 rpm. 14. Perform load test again.
c. Refer to Figure 3-14 for parasitic losses curve. ¤ Return offset to 0.0 {enter}
1.) Read the parasitic losses from the graph ¤ cursor to HP Offset {enter}
based on ambient temperature and altitude.
¤ cursor to LDBXINIT {enter}
2.) Add the value on the graph to the delivered
HP to GE and compare that to the “-5%” 15. Exit the loadbox test mode:
value at the rpm rated tolerance. (i.e. 2612 ¤ Cursor to LDBX INIT on the Loadbox Screen and
HP plus value from graph = corrected HP) press {enter}.
Trucks with Komatsu SSDA16V160 engine: 16. Note engine temperature and pressure gauges for
normal values.
a. The output horsepower should be 2700 HP ±5%
@ 1900 +10, -15 rpm. 17. Place Rest Switch in the ON position.
b. The requested rpm from GE must be 1900 rpm. 18. Turn key switch OFF. Allow steering accumulators
c. Refer to Figure 3-13 for parasitic losses curve. to bleed down.
1.) Read the parasitic losses from the graph 19. Record all data to create a truck record for future
based on ambient temperature and altitude. comparison.
2.) Add the value on the graph to the delivered
HP to GE and compare that to the “-5%”
value at the rpm rated tolerance. (i.e. 2612
HP plus value from graph = corrected HP)

FIGURE 3-13. TOTAL PARASITIC LOSS AT FULL POWER
Komatsu SSDA16V160 - 2700 GHP, ECS 8 Blade, 78" dia. 5.3" PW @ 798 RPM
FIGURE 3-14. TOTAL PARASITIC LOSS AT FULL POWER

DDEC 4000 - 2700 GHP, ECS 8 Blade, 78" dia. 5.3" PW @ 836 RPM

PVM OPTIMUM LOAD CURVE HANDSHAKING Trucks equipped with Komatsu engine:
TROUBLESHOOTING
1. With the engine shut down, keyswitch ON and
Note: a value of below 0.5VDC or above 9.5VDC (on control power ON, measure voltage between 72E
circuit 72E to 72R) indicates a failure. (+) and 72R (-) lead.
Trucks equipped with DDEC engine: Voltage should be 5.0 volts.

a. Jumper circuit 22FO to ground and verify volt-
1. With the engine shut down, keyswitch ON and
age on 72E to 72R changes to 7.0VDC.
control power ON, measure voltage between 72E
(+) and 72R (-) lead. Voltage should be 5.0VDC. b. If the voltage is 0VDC, verify the connections to
the PVM are correct and circuit 439 and 11SL
a. If the voltage is low or 0VDC, check voltage of
connected to CN P382 positions 5 and 40 are
circuit 15VL @ TB32. (This supply is from the
24VDC.
GE drive system power supply card through
the GE/Auxiliary Control harness.) 2. With the engine running and under load, with
keyswitch and control power switch ON, check
Voltage should be 5.0 volts.
the voltage at 72E(+) to 72R (-).
b. Then check voltage of circuit 15SIM @ TB32.
Voltage should be 5.0 volts
Voltage should be approximately 14.5 VDC.
a. Check the PVM diagnostic connector P381.
c. If voltage is 0VDC or considerably lower than
b. Verify the voltage between position A to B is 8
14.5 volts, check the 20 ohm resistor on DB1.
to 11VDC. (A reading of 0VDC indicates the
2. With the engine running and under load, with 1939 transmission line line failed. Check 1939
keyswitch and control power switch ON, check wiring.)
the voltage at 72E(+) to 72R (-). c. Verify the voltage between position C to B is 8
Voltage should be 5.0 volts to 11VDC. (A reading of 0VDC indicates the
PVM has failed only if the voltage from position
a. If the voltage in step 2 is lower or higher than
A to B is correct and the filtering circuit is
5.0 volts, check using the DDR to see the
correct.)
percent of load the engine is given to the PVM
Check filtering circuit resistors and capacitors
module.
connected to P383 positions 12 and 20 and
b. Multiply the percentage value in the previous P382 position 33 mounted on diode board
step by 10. This should equal the 72E to 72R DB1.
voltage reading. (i.e. 50% X 10 = 5.0 VDC)
3. If both step 1 and 2 are 0VDC, then circuit 439 or
Note: The DDR is updated every second and is not a 11SL or both are incorrect.
true real (electronic) time value. The GE system up-
dates every 20msec.
A more accurate method of measuring the updated Trucks with Either Engine:
value is to attach an oscilloscope to the circuit 908M
terminal point to ground and measure the time the If necessary, a variable voltage can be substituted for
signal is positive divided by the total time of the signal the 72E/72R circuit voltage to determine if the problem
wave form and multiply it by a factor of 10. This should is caused by the engine or the GE drive system.
equal the 72E to 72R circuit voltage. This voltage can be varied above and below 5VDC to
see if the GE drive system follows this signal, dropping
This is a 50HZ signal. load when the signal is below 5VDC and increasing
Examples: load if the signal is above 5VDC.
10ms/20ms = .50 X 10 = 5.0VDC If the GE drive system follows the signal and with
15ms/20ms = .75 X 10 = 7.5VDC 5VDC the system can produce full power, but cannot
function normally, troubleshoot engine boost or fuel
5ms/20ms = .25 X 10 = 2.5VDC
injection system.
c. Verify circuit 72R is connected to ground.
d. If the signal “908M” is correct and the supply
voltage (15SIM) to the PVM is correct, but
output is incorrect, replace the PVM module.

MISCELLANEOUS COMPONENT REPAIR
9. If there IS voltage, reconnect the harness and
disconnect the GTO Gate lead on the “G” termi-
nal.
10. If there IS red light visible with the gate lead
• BE CERTAIN TO ALLOW ADEQUATE TIME
disconnected, the GTO is shorted and the entire
FOR LINK VOLTAGE TO DRAIN DOWN be-
phase module or chopper module must be re-
fore opening the electrical cabinet to per-
placed.
form the following checks or repairs.
Verify the Blower Control Panel (AXCAP) 11. If there IS NOT red light visible with the gate lead
LED’s (4, Figure 3-9) are OFF. disconnected, the GATE DRIVE MODULE is
faulty and should be replaced.
• If any of the above warning lights remain
All the gate drive sections for phase modules and
ON, a system failure may have occured.
chopper modules are alike and interchangeable.
Refer to “Truck Shutdown Instructions—
The Red-covered and White-covered gate drive
Shutdown After System Failure” for proce-
modules are interchangeable where mounted by
dures to follow before attempting repairs.
the 6 capscrews to the cooling tubes of the phase
module or chopper module.
Troubleshooting Phase Modules and
Chopper Modules
1. To troubleshoot a phase module or chopper mod-
ule, access the PSC Manual Test screen on the
PTU while connected to PSC panel, engine
stopped, and NOT in rest mode. Phase Module Removal and Snubber
2. Move cursor to the appropriate GD1E or GD2E Resistor Replacement
signal in the digital output area and turn it ON.
To Remove the Phase Modules:
(GD1E turns on all Inverter 1 phase modules and
chopper module 1. GD2E turns on all Inverter 2 1. Open the battery disconnects to disconnect the
phase modules and chopper module 2.) truck batteries.
3. Disconnect the GRAY fiber optic cable on the 2. Short out the DC link by installing jumpers from
phase module or chopper module being checked. (+) to (-) next to the AFSE and then to ground.
4. There should be red light visible out of the GRAY 3. Remove the front cabinet supports between the
receptacle on the gate drive module. doors.
5. If there IS red light, the phase module or chopper 4. Disconnect the fiber optic cables and the plug at
module is OK. the top of each Phase Module. Tuck the removed
cables under the blue loom to protect the cables
6. If red light IS NOT visible, disconnect the round
when the modules are pulled out.
power supply harness from the gate drive mod-
ule. 5. With a 15/16" inch socket, remove the four mount-
ing nuts on each Phase Module.
7. Check the AC voltage in the two pins in the
harness; 6. Cut the tyrap by the capacitor on top of each
There should be 100 VAC square wave on the Phase Module.
harness. The actual reading on the VOM will
7. Partially pull out each Phase Module. Using a
depend on the meter and how it is designed to
7/16" inch socket, remove the snubber wire be-
measure AC voltage. Most meters read less than
hind the top capacitor.
100 volts. Normally, there will either be proper
voltage on the harness or NO voltage at all on the 8. Remove each Phase Module which weighs 65
harness. pounds (29.5 Kg). Mark each Module so that it will
be put back in the same location that it was
8. If there is NO voltage, troubleshoot the Gate Drive
removed from.
Power Converter (GDPC) or the harness.

To Remove the Snubber Resistors: 7. Install the four mounting bolts for each snubber
resistor assembly. Tighten to 65 ft. lbs. (88 N.m)
1. Disconnect the upper and lower “L” brackets to
torque.
the DC link with a 3/4" inch socket. Remove only
the outer four “L” brackets on the snubbers and 8. When the outer snubber assemblies are installed,
leave the brackets on the center two snubbers. reinstall the “L” brackets.
Note: The brackets on the two center snubbers must 9. Following a similar procedure as explained above,
remain in place to prevent the DC link from falling. replace the resistors on the center top and bottom
snubber resistor assemblies.
2. Remove the cables to the DIT located on the “L” Phase Module Installation
brackets.
1. Return each Phase Module to its original location.
3. Remove the snubber mounting bolts with a 3/4"
2. Apply two full twists on the snubber cables prior
inch socket.
to connecting it to the phase modules. Put a tyrap
4. Remove the snubber assembly. The threaded rod at each twist.
pulls out with the snubber assembly. To remove
3. Secure each snubber cable to the capacitor box
the top left snubber assembly, loosen the bolts on
on top of each phase module with a tyrap.
the bracket securing the left side of the link and
then push the link up to get the snubber assembly 4. Tighten the four 5/8"-11 Phase Module mounting
out. bolts to 111-124 ft. lbs. (150 - 168 N.m) torque.
5. Remove the four screws holding the resistor to the 5. Reconnect the fiber optic cables and the plug at
base. (These screws have been installed and the top of each Phase Module.
retained with Loctite®, and will require extra force
6. Replace the front cabinet supports between the
to remove.)
doors.
6. Remove the rubber grommet along with the resis-
7. Remove the ground jumpers from the DC link.
tor cables.
8. Close battery disconnect switches to reconnect
7. Remove the resistor from the base and remove
the truck batteries.
and discard the gaskets.
Snubber Resistor Installation

1. To pull the new resistor cables through the hole
in the base, spray the cables with ether or alcohol
near the new grommet so that it slides easier in
place. Do not RTV the new grommet.
2. Using RTV 6708, seal the corners of the resistor
where it contacts the snubber base to prevent air
leakage at the seams.
3. Install a flat washer over each mounting hole
between the base and the gasket.
4. Install new inner and outer gaskets. Using RTV
6708, seal the seam between the outer gasket
and the two inner gaskets.
5. Apply Loctite® to the four mounting screws for the
snubber resistors and install the resistors on the
base.
6. Install the snubber assembly in the truck, making
sure the resistor wires are on top.

AUXILIARY BLOWER CONTROL Subcode 03:
SYSTEM TROUBLESHOOTING Description: An overcurrent condition was detected
during operation.
1. Check Capacitor Bank and Controller connec-
tions.
2. Verify the inductor connections match-up (+ and
The Auxiliary Capacitor Panel remains charged for
-) from the Auxiliary Inverter and to the Auxiliary
at least 15 minutes after engine shutdown. Be
Capacitor bank (PH+ to IV+ and PH- to IV-).
certain LED’s D1 and D2 (4, Figure 3-9) are OFF
before working on Auxiliary Blower Control cir- 3. If a problem was found and corrected in step 1 or
cuits. Short CP+ to CP-. 2, restart and check operation again.
4. If problem still exists, disconnect AM101, AM201
and AM301 wires connecting the Auxiliary In-
The following are recommended checks to be made to
verter to the blower motor.
the Auxiliary Blower Control System components and
circuits based on the detection of Event Code 636 and 5. Using an ohmmeter, check for shorts between
the subcodes listed. Refer to Figure 3-9 for component blower motor cables and between blower motor
and terminal locations. cables and chassis ground.
Subcode 00: 6. Using an ohmmeter, check for shorts between

AM101, AM201 and AM301 wires and between
No fault condition - initial state upon applying power. IV+ and IV-.
Subcode 01: 7. If no problem was found in above steps, replace
the Controller.
Description: A low DC bus voltage was detected
during power up sequence.
1. Check the 3-phase input connections and input Subcode 05:
fuses F1 and F2.
Description: A high DC bus voltage was detected
2. Check Capacitor Bank and Controller connec- during operation.
tions.
3. If a problem was found and corrected in step 1 or tions.
2, restart and check again.
2. Check DC Sense connection (connector J13 to
4. If no problem was found in above steps, replace IV+ (red wire) and IV- (black wire)).
the Controller.
3. Attempt to restart and check operation.
Subcode 02:
4. If problem still exists, replace controller.
Description: A high DC bus voltage was detected
during power up sequence.
1. Check Capacitor Bank and Controller connec- Subcode 06:
tions. Description: A high DC bus voltage was detected
2. Check DC Sense connection (connector J13 to after the phase controller power up sequence.
IV+ (red wire) and IV- (black wire)). 1. Check Capacitor Bank and Controller connec-
3. If a problem was found and corrected in step 1 or tions.
2, restart and check again. 2. Check DC Sense connection (connector J13 to
4. If no problem was found in above steps, replace IV+ (red wire) and IV- (black wire)).
the Controller. 3. If problem still exists, replace controller.

Subcode 07: Subcode 08:
Description: A low DC bus voltage was detected after Description: A low DC bus voltage was detected
the phase controller power up sequence. during operation.
1. Check the 3-phase input connections and fuses 1. Check Capacitor Bank and Controller connec-
F1 and F2. tions.
2. If no problem was found in step 1, use an ohm- 2. Check DC Sense connection (connector J13 to
meter to check for short circuits between AM101, IV+ (red wire) and IV- (black wire)).
AM201, and AM301 wires and between IV+ and
3. If problem still exists, replace controller.
IV-.
3. If no problem was found in step 1 or 2, replace the
controller.
FIGURE 3-15. AUXILIARY BLOWER CONTROL COMPONENTS

1. Auxiliary Inductor (AXIND) 6. Capacitor Fuses
2. Snubber (AUX SNUB) 7. Propulsion System Controller (PSC)
3. Auxiliary Inverter (Controller -AXINV) 8. Cover
4. Blower Control System Warning LED’s 9. Input Fuses (F1 & F2)
5. Auxiliary Power Filter Capacitor Bank (AXCAP) 10. 3- Pin Connector

Subcode 09: Subcode 12:
Description: An overcurrent condition was detected Description: A sustained overload exists due to low
after the phase controller power up sequence. DC bus voltage.
1. Check Capacitor Bank and Controller connec- 1. Check the 3-phase input connections and fuses
tions. F1 and F2.
2. Verify the inductor connections match-up (+ and 2. Check Capacitor Bank and Controller connec-
-) from the Auxiliary Inverter and to the Auxiliary tions.
Capacitor bank (PH+ to IV+ and PH- to IV-).
3. After performing checks in step 1 and 2, attempt
3. If a problem was found and corrected in step 1 or to restart.
2, restart and check operation again.
4. If problem still exists, replace the controller.
4. If problem still exists, disconnect AM101, AM201
and AM301 wires connecting the Auxiliary In-
verter to the blower motor. Subcode 13:
5. Using an ohmmeter, check for shorts between Description: IGBT protection circuit detected an over-
blower motor cables and between blower motor current condition.
cables and chassis ground.
1. Disconnect AM101, AM201 and AM301 wires
6. Using an ohmmeter, check for shorts between connecting the Auxiliary Inverter to the blower
AM101, AM201 and AM301 wires and between motor.
IV+ and IV-.
2. Using an ohmmeter, check for shorts between
7. If no problem was found in above steps, replace blower motor cables and between blower motor
the Controller. cables and chassis ground.
3. Using an ohmmeter, check for shorts between
AM101, AM201 and AM301 wires and between
Subcode 10:
IV+ and IV-.
Description: A sustained current overload exists that
4. If no problem was found in above steps, replace
is below component safe operating range.
the Controller.
1. Verify the inductor connections match-up (+ and
-) from the Auxiliary Inverter and to the Auxiliary
Capacitor bank (PH+ to IV+ and PH- to IV-). Subcode 14:
2. Check the blower fan for blockage or damage. Description: Zero input voltage detected.
3. If no problem was found in step 1 or 2, the blower 1. Check the 3-phase input connections and fuses
motor may be damaged. F1 and F2.
2. If no problems were found in step 1, replace the
controller.
Subcode 11:
Description: An overcurrent condition exists due to a
low DC bus voltage.
1. Check the 3-phase input connections and fuses
F1 and F2.
tions.
3. After performing checks in step 1 and 2, attempt
to restart.
4. If problem still exists, replace the controller.

Auxiliary Inverter (Controller) 7. Whenever it is determined that an Aux Inverter
Troubleshooting input SCR has failed, both AC Input fuses must
be replaced and the old ones discarded.
8. Check pin and wire continuity between Aux con-
troller CNX connector (7, Figure 3-12) and ap-
propriate PSC & TCI connectors.
The Auxiliary Capacitor Panel remains charged for 9. Disconnect the blower motor cables from AM101,
at least 15 minutes after engine shutdown. Be 201, & 301 (4) and megger the Aux Blower motor
certain LED’s D1 and D2 (4, Figure 3-9) are OFF and its wiring. Be sure to reconnect properly to
before working on Auxiliary Blower Control cir- assure proper rotation direction.
cuits.
10. Check the Gate Drive Power Supply AC input
The following items should be checked if an auxiliary fuses GDFU1 & 2 and replace if necessary.
Inverter failure is suspected.
11. Disconnect the main rectifier Filter Panel wires
1. Observe the two LED’s on top of the Auxiliary T103, T203, & T303 at the rectifier bus bars.
Power Filter Capacitor Bank (AXCAP); Both Using an analog VOM on the ohms scale, meas-
LED’s should be ON (lit) when the Aux. Inverter ure between T103 & T203, between T203 & T303,
is running and OFF after the circuit has dis- and between T303 & T103. A capacitance deflec-
charged. tion should show on each measurement.
2. Check for loose wires and check resistance be- 12. Disconnect the main rectifier from the circuits and
tween the terminals on the Aux Snubber panel. perform a standard diode check with a VOM and
Measurements from 1 to AF1, 2 to AF2, & 3 to back-bias each diode with a 1000 volt megger.
AF3 should all be 0 ohms. Measurements from
1 to either AF2 or AF3 and similarly from 2 & 3 13. After all checks are made, and repairs completed
should be 2 ohms. if required, reconnect all wiring to their proper
terminals and reinstall fuses.
3. Check continuity from PH+ to INV+ and from PH-
to INV-. These circuits connect the Aux Phase
Control, Aux Inductor, Aux Capacitors, & Aux
Inverter. The resistance should be 0 ohms for
these two measurements to verify continuity
through the Aux Inductor.
4. Check the fuses on the Aux Capacitor panel. (The
fuses must be removed from the circuit to check.)
5. Check for loose connections on all wires associ-
ated with the Aux Inverter circuits.
6. Check Aux Inverter Phase Control SCR’s (see
Table below). Measure between AC input termi-
nals 1, 2, & 3 and DC output terminals PH+ & PH-.
A reading of less than 100 ohms indicates a
shorted SCR. Good SCR’s will measure more
than 100K ohms. Replace at least the connected
pair of SCR’s if one is shorted (preferably replace
all 6 SCR’s).
Measurement Points
AC Input 1 AC Input 2 AC Input 3
Term 1 PH+ Term 2 PH+ Term 3 PH+
Term 1 PH- Term 2 PH- Term 3 PH-

Auxiliary Snubber Panel
Troubleshooting

before working on Auxiliary Blower Control cir-
cuits.
1. After verifying capacitor charge warning LED’s (6,

Figure 3-12) are not lit, disconnect external wiring
from snubber panel terminals (3, Figure 3-10) to
isolate the panel from other system components
before making measurements. FIGURE 3-16. AUXILIARY SNUBBER PANEL
2. Using an ohmmeter and capacitance meter, verify 1. Capacitor 3. Terminals
Snubber Panel components by measuring resis- 2. Choke
tance values between points shown in Table be-
low. Refer to Figure 3-10 and 3-11 for test point
locations.
Measuring Point Specified Value

From To Minimum Maximum
1 C2-4 23.75 Ω 26.25 Ω
1 C1-4 23.75 Ω 26.25 Ω
2 C3-4 23.75 Ω 26.25 Ω
3 C2-2 0Ω 0Ω
C1-2 R1-1 0Ω 0Ω
3 C3-2 0Ω 0Ω
C1-4 C1-2 0.10 µF 0.17 µF
C2-4 C2-2 0.10 µF 0.17 µF
C3-4 C3-2 0.10 µF 0.17 µF
3. After all measurements have been made and

repairs completed if needed, reconnect wiring
removed in step 1.
FIGURE 3-17. AUXILIARY SNUBBER SCHEMATIC

IGBT Troubleshooting
7. After all circuits have been tested, reconnect all

cables to their proper terminals. Reconnect J1,
J2, J3, J4, J7 and J8.
8. Reinstall cover (2) and attach harness connector
at CNX receptacle.
before working on Auxiliary Blower Control cir-
cuits.
1. After verifying capacitor charge warning LED’s (6,
Figure 3-12) are not lit, remove cable attached at
CNX connector (7).
2. Remove 6 screws retaining cover (2). Remove
cover.
3. Disconnect cables at AM101, AM201, and AM301
connection studs (4) and isolate from other cir-
cuits.
4. Disconnect wires at IV+ and IV- terminals (5).
5. Remove connectors J1, J2, J3, J4, J7 and J8.
Refer to Figure 3-12 for pin numbers when view-
ing face of harness end of connector.
6. Using an ohmmeter and the specifications in the
Table below, measure by probing the pins in the
harness connectors. All circuit test points listed in
the Table should show continuity.
Note: All #3 pins in connectors should show an open
circuit to all other test points.
All IGBT’s should be free of cracks or leaks.
Connector From Pin To Measurement

1 IV+ Continuity
J1
2 AM101 Continuity
1 AM101 Continuity
J2
2 IV- Continuity
1 IV+ Continuity
J3
2 AM201 Continuity
1 AM201 Continuity
J4
2 IV- Continuity
1 IV+ Continuity FIGURE 3-18. IGBT CHECK TEST POINTS
J7
2 AM301 Continuity 1. Auxiliary Inverter 5. IV+, IV- Terminals
(Controller) 6. Blower Control System
1 AM301 Continuity 2. Cover Warning LED’s
J8
2 Continuity 3. 3-Pin Connectors 7. CNX Connector
IV-
4. AM101, AM201, AM301
Connection Studs

NOTES

SECTION G
REAR AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2

FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3

WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Wheel Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Seal Assembly Gap Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
STEERING CYLINDERS AND TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10
Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
TOE-IN ADJUSTMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-13
REAR AXLE HOUSING MOUNTING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4

Pivot Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5

REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
G01017 12/02 Index G1-1

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
WHEEL MOTOR GEAR OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9
Filtering Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9
Particle Size Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9
Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9
Oil Sample Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10
Element Specification Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Wheel Motor Oil Sampling Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
G1-2 Index 12/02 G01017

TIRES AND RIMS
The truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according
to manufacturer and local working conditions. Con-
sult the tire manufacturer for recommended tire pres-
sure. 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 lock-
stems. The caps protect valves from dirt build up and
ring during inflation procedures. Never overin-
damage. DO NOT bleed air from tires which are hot
flate a tire. Refer to tire manufacturers
due to operation; under such circumstances, it is nor-
recommendations.
mal for pressure to increase in the tire due to expan-
Always keep personnel away from a wheel and
sion.
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 14,285 lbs.
resulting in tire damage. If a tire becomes deeply cut, (6,480 kg). Be certain tire handling equipment is
it should be removed and repaired. Neglected cuts capable of lifting and maneuvering the load.
cause many tire problems; water, sand, dirt and other
foreign materials work into the tire through a cut,
eventually causing tread or ply separation. Due to the size and weight of the tire and rim assem-
blies, special handling equipment such as a modified
Tires should be stored indoors if possible. If stored
fork lift (“tire handler”) as shown in Figure 2-1 is
outdoors, cover tires with tarpaulin to keep out dirt,
desirable. Consult local tire vendors for sources of
water and other foreign materials. Long exposure to
equipment designed especially to remove, repair,
the sun will cause ozone cracks. Storage should be
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 prod-
ucts.
Before storing used tires, clean thoroughly and
inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the tires. If a stored truck
cannot be blocked, check air pressure and inspect
tires twice a month for proper inflation pressure.
DO NOT weld or apply heat on the rim assembly

with the tire mounted on the rim. Remaining
gases inside the tire may ignite causing explo-
sion of tire and rim.
DO NOT go near a tire if a brake or wheel motor

has experienced a fire until the tire has cooled.
FIGURE 2-1. TYPICAL TIRE HANDLER
G02015 08/01 Tires and Rims G2-1

FIGURE 2-2. 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
FRONT TIRES AND RIMS 6. Grip tire and wheel assembly with tire handler.
Remove nuts (11) securing wheel assembly.
Removal 7. Care should be taken not to damage the infla-
1. Apply parking brake and block rear wheels to tion hose during tire removal. Move wheel
prevent movement of truck. assembly away from wheel hub and into clean
2. Following normal shutdown procedures, place work area.
REST switch in the ON position, shut down the
engine and verify the Link Voltage lights are
OFF. Allow at least 90 seconds for the accu-
mulators to bleed down. Turn the steering
wheel to be sure no pressure remains. As a
safety precaution, bleed down brake accumu- Do not attempt to disassemble wheel assembly
lators. until all air pressure is bled off.
3. Place jack under spindle or under frame at the
front cross tube. Always keep personnel away from a wheel
4. Raise front end of truck until tire clears ground assembly when it is being removed or installed.
and block up securely under frame.
5. Inspect hydraulic brake lines for damage or
leaking fittings.
G2-2 Tires and Rims 08/01 G02015

Installation REAR TIRES AND RIMS
NOTE: Remove all dirt and rust from mating parts
Removal
before installing wheel assembly.
1. Park truck on level ground and block front
1. Grip wheel assembly with the tire handler and
wheels. Position a jack under rear suspension
align tire inflation hose and wheel hub (1, Fig-
mounting plates as shown in Figure 2-3.
ure 2-2). Position rim onto wheel hub studs.
2. Raise rear axle housing of truck until tires clear
2. Lubricate all stud threads and nut seating
ground. Securely block up rear axle housing
flanges with lithium base grease. Install and
near the wheel motor mounting flange.
tighten nuts in the following sequence:
3. If rear, inner tire is to be removed, remove inner
a. Install six (6) nuts at the 12 O'clock and six tire inflation hose at clamp on outer wheel and
(6) nuts at the 6 O'clock positions. Tighten disconnect from inner extension (7, Figure 2-5).
each nut to 1715 ± 100 ft. lbs. (2326 ± 136
4. Grip outer wheel and tire with tire handler arms
N.m) torque.
as shown in Figure 2-4. Remove flanged nuts
b. Install three (3) nuts directly below the 3 (10, Figure 2-5) from adaptor ring (9) securing
O'clock and three (3) nuts directly above the outer rim to wheel motor hub.
9 O'clock positions. Tighten the nuts to 1715 5. Pull straight out on outer wheel assembly and
± 100 ft. lbs. (2326 ± 136 N.m) torque. remove.
c. Install three (3) nuts directly above the 3 6. If inner wheel removal is necessary, disconnect
O'clock and three (3) nuts directly below the inner tire inflation extension (7) and remove.
9 O'clock positions. Tighten these nuts to
7. Position tire handler to grip inner wheel.
1715 ± 100 ft. lbs. (2326 ± 136 N.m) torque.
Remove flanged nuts (6).
d. Install the remaining nuts and torque in a
clockwise direction to 1715 ± 100 ft. lbs.
(2326 ± 136 N.m) torque.
e. Retorque all nuts in a clockwise direction to
the required 1715 ± 100 ft. lbs. (2326 ± 136
N.m) torque.
3. Remove blocking etc. and lower jack.
4. Operate truck for one load and retighten wheel
nuts to the specified torque.
FIGURE 2-4. REAR TIRE REMOVAL

1. Tire Handler 3. Inner Rear Tire
2. Outer Rear Tire
FIGURE 2-3. REAR AXLE JACK LOCATION

FIGURE 2-5. REAR WHEEL ASSEMBLY
1. Wheel Motor 4. Extension 8. Clamps 12. Wheel Motor
Mounting Flange 5. Wheel Hub 9. Adapter Ring Transmission
2. Inner Wheel Rim 6. Flanged Nut 10. Flanged Nut 13. Extension
3. Disc Brake Assembly 7. Inner Extension 11. Flanged Nut 14. Bracket
15. Outer Wheel Rim
8. Pull straight out to remove from wheel hub. 2. Grip inner wheel assembly with tire handler and
install onto wheel hub (5, Figure 2-5). Use care
to align tire inflation extension line (4) for mat-
ing with inner extension (7).
NOTE: If the wheel motor is to be removed from the
truck for service, install approximately 8 flanged nuts
with appropriate spacers in place of the outer wheel a. Install six (6) nuts at the 12 O'clock and six
adaptor ring and nuts removed in step 4. This will (6) nuts at the 6 O'clock positions. Tighten
provide additional support for the wheel motor each nut to 1715 ± 100 ft. lbs. (2326 ± 136
transmission (12) during removal and transportation. N.m) torque.
b. Install three (3) nuts directly below the 3
O'clock and three (3) nuts directly above the
Installation 9 O'clock positions. Tighten these nuts to
1715 ± 100 ft. lbs. (2326 ± 136 N.m) torque.
c. Install three (3) nuts directly above the 3
O'clock and three (3) nuts directly below the
Always keep personnel away from a wheel 1715 ± 100 ft. lbs. (2326 ± 136 N.m) torque.
assembly when it is being removed and d. Install the remaining nuts and torque in a
installed. clockwise direction to 1715 ± 100 ft. lbs.
(2326 ± 136 N.m) torque.
NOTE: Clean all mating surfaces and check stud
threads before installing wheel assemblies.
N.m) torque.
1. If either wheel motor has been removed, bleed
the disc brakes before installing the rear tires.
Refer to Section “J”.

4. If the adaptor ring (9) requires installation, install 8. Secure inner and outer dual tire inflation lines to
adaptor onto wheel hub/wheel motor. Lubricate bracket (14) on outer rim.
the studs and nut flanges with lithium base 9. Remove blocks from under truck and lower truck
grease. to the ground. Operate truck for one load and
5. Using the procedures in step 3, install flanged retighten outer wheel nuts to 1715 ± 100 ft. lbs.
nuts (10) in the sequence described and tighten (2326 ± 136 N.m) torque.
to the same torque value as the inner wheel.
6. Grip outer wheel assembly with tire handler and
position onto wheel motor hub.
NOTE: Position outer dual wheel to align tire valve

bracket with inner wheel inflation line. Recheck torque after each load for first day and
then intermittently thereafter until all nuts hold
torque.
NOTE: Inner flanged nuts (6) and studs should be
a. Install six (6) nuts at the 12 O'clock and six visually inspected for breakage or missing nuts
(6) nuts at the 6 O'clock positions. Tighten during scheduled maintenance checks by inserting a
each nut to 1715 ± 100 ft. lbs. (2326 ± 136 mirror between the rear tires.
N.m) torque.
b. Install three (3) nuts directly below the 3
O'clock and three (3) nuts directly above the
1715 ± 100 ft. lbs. (2326 ± 136 N.m) torque.
c. Install three (3) nuts directly above the 3
O'clock and three (3) nuts directly below the
1715 ± 100 ft. lbs. (2326 ± 136 N.m) torque.
d. Install the remaining nuts and torque in a
clockwise direction to 1715 ± 100 ft. lbs.
(2326 ± 136 N.m) torque.
N.m) torque.

RIM
Tire Removal
DO NOT weld or apply heat on the rim assembly

3. Following tool manufacturers instructions, move
with the tire mounted on the rim. Resulting gases
tire bead in far enough to permit placing a
inside the tire may ignite causing explosion of
wedge between tire and flange at side of tool.
tire.
When inflating tires always use a safety cage. 4. Repeat this procedure at locations approxi-
Never inflate a tire until the lockring is securely mately 90° from the first application. Continue
in place. Do not stand in front of or over the lock- this procedure until tire bead is free from rim.
ring during inflation procedures. Never overin- 5. After bead is broken loose, insert flat of tire tool
flate a tire. Refer to tire manufacturers in beading notch on lockring (8). Pry lockring up
recommendations. and out of groove on rim.
6. Pry in on bead seat band (6) until O-ring (9) is
1. Place tire and wheel assembly in safety cage exposed. Remove O-ring.
and discharge all air pressure from tire. 7. Remove bead seat band (6) from rim (5) and
2. Attach a hydraulic bead breaker to the rim by remove flange (7).
slipping the jaws of frame assembly over the 8. Reposition wheel assembly and repeat removal
outer edge of flange (7, Figure 2-6). Make sure procedure on opposite side of tire. Remove tire
the jaws of the frame are as near to the bead from rim.
seat band (6) as possible.
FIGURE 2-6. 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

Tire Installation
1. Before mounting tire to rim, remove all dirt and 5. Install outer flange (7, Figure 2-6) in position and
rust from rim parts, particularly the O-ring install bead seat band (6). Push in on bead seat
groove and bead seats. It is advisable to touch band to expose O-ring groove in rim.
up all metal parts with a good anti-rust paint to 6. Lubricate new O-ring (9) with soap solution and
prevent bare metal from being exposed to the install in groove of rim.
weather. 7. Install lockring (8) and tap into place with lead
NOTE: Do not allow paint, rust or other hammer. Lockring lug must fit into slot of
contamination to cover mating faces of lockring (8, rim.
Figure 2-6) and rim (5). 8. With tire inside safety cage, remove valve core
from valve stem and inflate tire to seat beads of
tire and O-ring as specified by tire manufac-
turer.
Check to be sure that proper rim parts are used

for reassembly, use of incompatible parts may
not properly secure the assembly resulting in Use a safety cage whenever possible. Stand to
violently flying parts upon inflation. one side as tire is being inflated. Never start
inflating unless lockring is securely in place. DO
NOT stand in front of or over lockring when
2. If tire inflation hose and hardware were inflating.
removed, reinstall in rim. Position hose assem-
bly for proper routing.
9. If beads of tire and O-ring do not seat within one
3. Install inner flange on rim. Coat beads of tire
minute, raise tire slightly and tap bead seat
with tire mounting soap solution.
band. This will help the air pressure to push the
tire bead out into position.
10. As soon as seating has been accomplished,
install valve core and inflate tire to recom-
mended tire pressure.
Prying against tire bead may cause damage to
tire bead and will cause air leaks.
4. Position tire over rim and work tire on as far as

possible without prying against the beads. Any
damage to tire bead will destroy air seal and
cause air leaks at these points.

NOTES

FRONT WHEEL HUB AND SPINDLE
WHEEL HUB AND SPINDLE ASSEMBLY PREPARATION
The following instructions will cover the complete 1. Reduce the engine speed to idle. Place the
removal, installation, disassembly, assembly and selector switch in NEUTRAL and apply the
bearing adjustment of front wheel hub and spindle. If parking brake. Be certain the parking brake
only brake service is to be performed, refer to Sec- applied indicator lamp in the overhead panel is
tion "J", "Brake Circuit". illuminated.
ON. Be certain the REST warning lamp is illumi-
nated.
Do not loosen or disconnect any hydraulic brake some reason the engine does not shut down,
line or component until engine is stopped, Key use the shutdown switch on the center console.
switch is "Off" for 90 seconds and drain valves
on brake accumulators are opened.
remain on longer than 5 minutes after shut-
down, notify the electrical department.
Removal
Refer to the "Front Tire and Rim Removal" instruc-
tions and remove front tire and rim assembly.
1. Close hydraulic pump shut-off valves.
2. Disconnect speed sensor cable(s) (5, Figure 3-
1) at connector. Tie cables back away from
spindle to prevent damage during spindle
removal.
NOTE: The left brake assembly has two speed
sensors installed.
3. Disconnect disc brake cooling oil hoses (4) at
inlet and outlet ports on brake housing. Also
disconnect brake apply line. Cap hoses and
ports to prevent contamination. Remove the oil
in the brake housing and hub bearings by
removing the hex plug (2) and draining into a
FIGURE 3-1. FRONT WHEEL & SPINDLE suitable container.
INSTALLATION 4. Remove lubrication lines from tie rod and steer-
ing cylinder.
1. Spindle 4. Brake Cooling Hose
2. Brake Housing 5. Speed Sensor 5. Disconnect tie rod and steering cylinder rod from
Drain 6. Connector spindle being removed. Refer to "Steering Cyl-
3. Disc Brake Housing inder and Tie Rod Removal" in this section.
G03017 08/02 Front Wheel Hub and Spindle G3-1

8. Remove 16 of the arm attachment capscrews
(5) as follows:
a. Refer to Figure 3-5 (spindle removal tool)
and remove the capscrews in the steering
The front spindle, brake and wheel hub assembly arm designated by an "X".
weighs approximately 10,670 lbs. (4840 kg). Be
certain lifting device is capable of lifting the load. b. Remove the capscrews using a circular
pattern in torque increments of 500 ft. lbs.
(678 N.m). Do not attempt to remove
6. Position a fork lift under the wheel hub and spin- each capscrew in one sequence!
dle assembly as shown in Figure 3-2. Use 9. Run a tap (1.25" UNF) in the threads after cap-
blocking as necessary to prevent applying pres- screws are removed.
sure to disc brake housing when assembly is
10. Using several 1.25" UNF x 8.00" long, grade 8
lowered from suspension.
capscrews and hardened flatwashers (see Fig-
7. Remove capscrews and washers (1, Figure 3-3) ure 3-4 for Komatsu part numbers), install the
securing retainer plate (2) to spindle structure pusher tool on the bottom of the steering arm.
and suspension. To prevent thread damage, Lubricant, such as chassis lube, is recom-
loosen capscrews in a circular pattern, in torque mended for use on the washers and threads of
increments of 500 ft. lbs. (678 N.m). Remove the capscrews.
retainer plate.
NOTE: Multiple washers may be required to allow the

NOTE: A tool may be fabricated locally to aid in pusher capscrews to be effective. One or two
spindle removal. Refer to Tool Group, Section "M" for washers can be installed with the pusher tool in place
fabrication information. Usage of this tool is to gauge the washer height required to prevent
described below. capscrews from bottoming out. The minimum
recommended thread engagement is 1.62 in. (41
mm).
FIGURE 3-3. WHEEL HUB AND SPINDLE

REMOVAL
FIGURE 3-2. SPINDLE AND WHEEL HUB
REMOVAL 1. Capscrews 4. Steering Arm
(TYPICAL) 2. Retainer Plate 5. Arm Retainer
3. Spindle Capscrews
G3-2 Front Wheel Hub and Spindle 08/02 G03017

FIGURE 3-4. SPINDLE REMOVAL TOOL FIGURE 3-5. SPINDLE REMOVAL TOOL
INSTALLATION
1. Capscrew Insertion 2. Tool Structure
1. Capscrew 3. Removal Tool Holes (“X”)
(P/N KC7095) 4. Steering Arm
2. Hardened Washer 5. Spindle
(P/N WA0366) 6. Suspension Piston
13. Tighten the capscrews again to the maximum

specified torque, and using a large hammer and
heat, as specified in the previous step, carefully
tap the top surface of the spindle.
Heavy structures and high forces are involved in
this procedure. Use caution at all times when
applying force to these parts. Sudden release of NOTE: In extreme cases, it may be necessary to
the spindle could cause components to move remove additional steering arm retaining capscrews
forcefully and unexpectedly. and use additional pusher capscrews to apply more
force.
11. Install the remaining capscrews in the holes
marked "X" (Figure 3-5). Progressively increase 14. Lower wheel hub and spindle assembly away
the torque in a circular pattern until the tapered from suspension piston rod. Use care during
piston breaks loose, or 1580 ft. lbs. (2142 N.m) removal to prevent damage to suspension pis-
torque is reached. ton rod taper and tapered spindle bore.
12. If the specified torque is reached and the 15. Move spindle and hub assembly to clean work
tapered parts have not separated, apply heat to area for repair.
the spindle at two places, 180° apart. Do not
exceed 850°F (454°C) saturated temperature
of the spindle.

Installation
1. Clean spindle bore and suspension rod taper to 7. Install steering cylinder into steering arm. Use
be certain they are free of rust, dirt, etc. EH4638 sleeve alignment tool (included in tool
group) to position spacers and bearing during
2. Lubricate spindle bore and suspension rod taper
pin insertion. Tighten pin retaining nut to 750 ft.
with multi-purpose grease Number 2 with 5%
lbs. (1017 N.m) torque.
Molybdenum Disulphide.
8. Install tie rod on steering arm using EH4638
alignment tool. Tighten pin retaining nut to 750
ft. lbs. (1017 N.m) torque.
9. Connect lubrication lines.
Use of “anti-seize” compounds that contain cop-
10. Install brake system cooling hoses using new O-
per are prohibited from use on spindle bores and
rings in the flange fittings. Install brake apply
rod tapers. These lubricants can cause severe
line. Be certain drain plug (2, Figure 3-1) is
damage. Only use multi-purpose grease Number
installed.
2 with 5% Molybdenum Disulphide.
3. Position spindle and wheel hub assembly on 11. Reconnect speed sensor cables.
fork lift or similar lifting device as shown in Fig- 12. Install wheel and tire as described in "Front
ure 3-2. Wheel and Tire Installation".
4. Raise the spindle and wheel hub assembly into 13. Be certain hydraulic pump shut-off valves are
position. open.
5. Secure spindle to suspension using retainer
14. Start the engine. With the hoist control lever in
plate (2, Figure 3-3) and capscrews (1). Tighten
the float position, allow hydraulic oil to circulate
capscrews using the following procedure:
through the brake cooling system, allowing the
a. Tighten capscrews uniformly to 500 ft. lbs. front wheel hub and disc brake assembly to fill
(678 N.m) torque. with oil.
b. Continue to tighten capscrews in increments 15. Bleed air from brake apply line as described in
of 250 ft. lbs. (339 N.m) to obtain a final Section "J", Wet Disc Brake Assembly, Brake
torque of 1995 ± 100 ft. lbs. (2705 ± 135 Bleeding Procedure.
N.m). 16. Shut down the engine. Check hydraulic tank oil
6. If removed, install steering arm. Tighten cap- level and refill if necessary. Inspect brake
screws to 1995 ± 100 ft. lbs. (2705 ± 135 N.m) assembly and hose connections for leaks.
torque.

Disassembly
1. Remove wheel hub and spindle as covered in 12. Attach lifting eyes to brake assembly, attach
"Removal" before proceeding to Step 2. Clean overhead hoist and carefully lift off hub. Refer to
assembly to remove dirt accumulation. Section "J" for brake assembly rebuild instruc-
2. To aid in complete disassembly of wheel hub tions.
and spindle assembly, support assembly in a 13. Remove and discard seal carrier O-ring (38)
vertical position using a fabricated spindle
14. If bearings require replacement, remove cups (6
stand.
& 29) from wheel hub.
3. Install six, 0.50 in. diameter x 0.75 in. long
socket head capscrews (34, Figure 3-6) through 15. Remove capscrews (31) and hardened flatwash-
the disc brake back plate into the mating holes ers (32). Remove brake adapter and discard O-
in the seal retainer. Tighten securely. rings (22 & 25).
NOTE: The capscrews installed in step 3 will secure 16. Remove inner bearing cone (28) and retainer pin
the seal carrier and face seal assembly to the brake (39).
housing during brake removal. DO NOT ROTATE 17. Remove bearing spacer (27).
WHEEL HUB.
4. Disconnect speed sensor cables. Loosen sen-

sor clamping capscrews and remove speed Cleaning and Inspection
sensors (16).
1. Clean all metal parts in fresh cleaning solvent.
5. Remove capscrews (20) and hardened flat-
washers (21) securing brake adapter (19) to 2. Inspect wheel hub studs (2, Figure 3-6) and
brake housing. replace if damaged or broken.
6. Remove cover (5) and discard O-ring seal.

7. Remove capscrews (11) and hardened flatwash- NOTE: If new studs are installed, coat the hole in the
ers (12). Remove bearing retainer (13) and hub and serrated portion of the stud with an anti-
shims (8). seize compound prior to installation. DO NOT coat
8. Attach a lifting device to the wheel hub/brake threads.
assembly and carefully lift it straight up and off
the spindle. Remove outer bearing cone (7) and
retainer pin (40). 3. Inspect tapped hole threads and re-tap if neces-
sary.
9. Rotate hub vertically 180° and place on blocking
to prevent damage to wheel studs and 4. Inspect bearing seating surfaces in hub and on
machined surfaces. spindle. Inspect bearing spacer. Use a stone to
carefully dress high spots that may interfere
10. Remove capscrews (14) and washers (15) with re-assembly.
securing seal carrier (37) sensor gear (35) and
5. Inspect all other machined surfaces for damage.
shims (36) to wheel hub.
6. Always use new O-ring seals during assembly.
11. Remove capscrews (23) and hardened washers
(24) securing brake assembly inner gear to
wheel hub.

FIGURE 3-6. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY
1. Wheel Hub 15. 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 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. Spindle Cap 24. Hardened Washer 38. O-ring
11. Capscrew 25. O-ring 39. Bearing Retainer Pin
12. Hardened Washer 26. Spindle 40. Bearing Retainer Pin
13. Bearing Retainer 27. Bearing Spacer 41. O-ring
14. Capscrew 28. Inner Bearing Cone

Assembly 8. Install a new O-ring (9) onto spindle cap (10).
Lubricate the O-ring with clean hydraulic oil.
Install the cap into the end of spindle (26). The
tapped holes on the spindle cap must face the
outside for disassembly purposes.
NOTE: All mating surfaces of wheel and brake

components must be clean and dry during
Wheel Bearing Adjustment:
assembly. No thread lubricant is permitted on
these surfaces. 9. Install bearing retainer (13) onto the spindle
without any shims. The thickness of the retainer
1. Position the spindle vertically. is etched on the surface of the retainer. This
2. Check bearing cones (7 & 28, Figure 3-6) for side should be facing outward. Use 4, equally
free fit on the spindle (26). spaced capscrews in order to secure the
3. Check threads in holes in end of spindle to be retainer. Two capscrews must be positioned
certain capscrews will thread freely into spindle. adjacent to the 0.50 in. (12.7 mm) diameter
If not, re-tap threads. access holes in the retainer.
4. Install bearing cups (6 & 29) in the wheel hub 10. Seat the wheel bearings using the following pro-
(1)as follows: cedure:
a. Preshrink cups by packing them in dry ice, or a. Tighten the 4 capscrews to 80 ft. lbs. (108
by placing them in a deep-freeze unit. N.m) torque. Rotate the wheel hub at least 3
full revolutions.
NOTE: Do not cool below -65°F (-54°C). b. Tighten the 4 capscrews to 160 ft. lbs. (217
N.m) torque. Rotate the wheel hub at least 3
b. Install cups in wheel hub bores. full revolutions.
c. After cups have warmed to ambient temper- c. Repeat step 10-b until torque is maintained.
ature, press the cups tight against hub shoul- d. Loosen the 4 capscrews and rotate the hub
der as follows: at least three revolutions.
1.) Inner Cup (29) - Apply 23 tons (20,860 kg) force. e. Tighten the 4 capscrews to 60 ft. lbs. (81
2.) Outer Cup (6) - Apply 21 tons (19,050 kg) force. N.m) torque. Rotate the wheel hub at least 3
full revolutions.
f. Tighten the 4 capscrews to 100 ft. lbs. (136
5. Install spacer (27). If necessary, tap lightly to
N.m) torque. Rotate the wheel hub at least 3
seat spacer against spindle. Spacer must fit
full revolutions.
tightly against spindle shoulder.
6. Install pin (39) in groove in spindle and install g. Repeat 10 - f until torque is maintained.
inner bearing cone (28) over pin and against the 11. Using a depth micrometer, measure and record
spacer. (Cone is a loose fit on spindle.) the distance between the face of bearing
7. Install wheel hub (1) onto spindle (26). Install retainer (13) and spindle (26) through each of
outer pin (40) and outer bearing cone (7). the two 0.50 in (13 mm) diameter access holes.
NOTE: To assure bearing lubrication during initial 12. Add the two dimensions measured in step 11
operation lightly lubricate the bearings with hydraulic and divide the sum by 2 to obtain the average
oil. depth.
13. Subtract the retainer plate thickness (etched on
the surface of the retainer plate (13) from the
result calculated in step 12.
14. Assemble a shim pack to equal the dimension
The brake assembly should not be installed at calculated in step 13 within 0.001 in (0.0254
this time in order to facilitate the bearing adjust- mm).
ment procedure.

NOTE: Measure the shims individually for accuracy. 19. Install hardened flatwashers (32) and capscrews
The above procedure results in a shim pack which (31). Tighten capscrews to 1995 ft. lbs. (2705
will provide a nominal 0.020 in. (0.508 mm) preload N.m) torque.
for the bearings after assembly.
Example:
Step 19 (average depth) 1.416 in.
Step 21 subtract etched dim. -1.375 in.
Step 22 Required shim pack = 0.041 in. Socket head capscrews (34) are installed to posi-
tion the seal carrier on the brake back plate after
NOTE: After a shim pack has been determined, the assembly and prior to installation on the Hub/
shim pack, spindle, wheel hub, spacer, and bearings spindle. In the next step, it may be necessary to
are now an interdependent group. If any of the parts loosen the socket head capscrews slightly to
are replaced, the shim pack is no longer valid, and a align the brake assembly holes with the brake
new pack must be calculated. adapter.
15. Remove bearing retainer (13), outer cone (7),
outer retainer pin (40), and wheel hub (1) from
NOTE: The following instructions must be performed
spindle (26) for installation of the brake assem-
carefully to prevent damage during assembly to
bly.
brake adaptor O-ring seal (22).
Brake Installation 20. Prior to installing the hub and brake assembly on
16. Position the wheel hub vertically, on blocking the spindle, install four alignment studs, spaced
with the inner bearing bore at top. 90° apart, in the brake adapter (in place of cap-
screws (20) to ensure the brake assembly is
17. Assemble brake to hub as follows: properly aligned during the following steps.
a. Install nine 0.020 in. (0.51 mm) thick shims a. Install a new O-ring (22) on brake adapter
(36) on top of the wheel hub flange at each shoulder. Be certain the O-ring is not twisted
of the six gear/seal retainer mounting loca- and properly seated.
tions.
b. Lubricate the O-ring with petroleum jelly or
b. Install speed sensor gear (35). chassis grease.
c. Install new O-ring (38) in groove in hub. Be 21. Attach an overhead hoist to wheel hub and
certain O-ring is not twisted. Apply lubricant brake assembly. Rotate hub 180° in preparation
to O-ring. for lowering onto spindle.
d. Install lift eyes in brake assembly and attach NOTE: The hoist must be rigid enough to prevent
to overhead hoist. "springing" or "jerking" as the hub and brake
e. Align hub and seal carrier (37) mounting assembly is lowered into position.
holes and lower brake assembly onto hub. 22. Lift hub over spindle and slowly lower, aligning
NOTE: Do not remove shipping bars until inner gear the brake mounting holes with the alignment
ring of brake assembly is attached to hub studs.
a. Install capscrews (14) and washers (15) from a. When the brake piston housing is approxi-
under hub flange to secure the seal carrier mately 0.50 in. (13 mm) from the adaptor,
and gear. Tighten capscrews to standard install four cap screws (20) and flatwashers
torque. (21) spaced evenly in between the alignment
studs.
b. Align the brake hub holes with the wheel hub
and install hardened flatwashers (24) and b. Carefully pull the brake and wheel hub
capscrews (23). Tighten capscrews to 1995 assembly into position by tightening the cap-
ft. lbs. (2705 N.m) torque. screws evenly and in small increments.
c. Remove shipping bars from brake assembly. c. DO NOT allow the assembly to "cock" (stick
at an angle). If the assembly is cocked, lift
18. Install a new O-ring (25) to brake adapter (19). the assembly, and inspect O-ring (22) for
Place the assembly into position on the spindle. damage. Replace the O-ring if necessary,
and repeat the procedure.

23. After the brake assembly is properly positioned
on the adapter, remove the alignment studs and
install the remaining brake adapter/brake
assembly mounting capscrews (20) and hard-
ened flatwashers (21). Tighten capscrews to
1995 ft. lbs. (2705 N.m) torque.
24. Install bearing retainer pin (40) in groove in spin-
dle. Align and slide outer bearing cone (7) over
pin. Lubricate the bearing with clean hydraulic
oil.
25. Install the shim pack, retainer, capscrews, and
hardened washers. Tighten capscrews alter-
nately to 750 ± 75 ft. lbs. (1017 ± 100 N.m)
torque in several successive increments while
rotating the hub.
26. Install a new O-ring (41) on cover (5). Install the
cover, capscrews, and washers. Tighten the
capscrews to standard torque.
FIGURE 3-7. MEASURING SEAL GAP
27. Remove socket head capscrews (34) securing
seal retainer (37) to brake assembly (18). 1. Spindle 4. Capscrews
2. Wheel Hub 5. Shims
Seal Assembly Gap Check: 3. Seal Carrier 6. Brake Back Plate
After the assembly of the wheel and brake is com-
a. Rotate hub to position the top of a gear tooth
plete, the gap between seal carrier (3, Figure 3-7)
directly under the sensor tip.
and the brake assembly back plate (6) must be mea-
sured and adjusted if necessary. b. Insert a 0.060 in (1.5 mm) feeler gauge
between sensor tip and gear tooth and
The ideal gap is 0.433 in (11.0 mm). If necessary, the
adjust sensor clearance.
gap must be adjusted, using shims as required to
maintain a minimum gap of 0.423 in (10.75 mm) to c. Tighten capscrew to lock sensor in place.
0.443 in (11.25 mm) maximum. d. Rotate hub 180° and verify clearance
28. Measure seal gap as follows: remains within 0.040 in (1.0 mm) minimum to
0.080 in (2.0 mm) maximum.
a. Measure gap, dimension "A", Figure 3-7 at
three, equally spaced places and record the 32. Install speed sensor cables.
result. 33. Install hub and spindle assembly on suspension
b. Add the three dimensions and divide the per instructions in "Installation".
result by 3 to obtain the average gap width
29. If average gap width is not between the mini-
mum and maximum allowable range, loosen the
seal retainer capscrews (4, Figure 3-6) and add
shims (5) as required to reduce the gap or
remove shims to increase the gap. The quan-
tity and thickness of shims at each of the six
locations must be equal.
30. Re-tighten seal retainer capscrews to standard
torque and measure gap as described in step
26. If necessary, repeat step 27 until the proper
gap is maintained.
31. Install speed sensor(s) (16, Figure 3-6) in sup-
port bracket(s) (17). Adjust sensor gap as fol-
lows:

STEERING CYLINDERS AND TIE ROD
The steering cylinders and tie rod mounting arrange-
ments are similar. The removal, installation, and
bearing wear limits are applicable to both.
Spherical Bearing Wear Limits

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

components are tightened to the proper torque. Use
the proper torque specifications listed in this section
for steering linkage components.
This dimension represents

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

be perpendicular with
surface D when
checking wear.
FIGURE 3-8. SPHERICAL BEARING WEAR LIMITS

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

Removal 4. Remove pins (16) from each end of assembly
and move assembly to clean work area.
1. With engine shut down and key switch "Off",
allow at least 90 seconds for the accumulator
to bleed down. Turn the steering wheel to
make sure no hydraulic pressure is present.
Block front and back of rear wheels.
2. Disconnect hydraulic and lubrication lines at The bearing spacers and the washers are
the steering cylinders. Plug all line connections secured by the pin. Take measures to prevent
and cylinder ports to prevent contamination of components from falling during removal of pin.
hydraulic system. Damage to the components and/or personal
3. Remove locknuts (9, Figure 3-9), capscrews (3) injury may result.
and retainers (10) from both ends of assembly.
FIGURE 3-9. STEERING CYLINDER AND TIE ROD INSTALLATION

1. Steering Cylinder 5. Tie Rod End 9. Locknut 13. Bearing Retainer
2. Tie Rod Assembly 6. Capscrew 10. Retainer 14. Capscrew
3. Capscrew 7. Locknut 11. Bearing 15. Washer
4. Spacer 8. Washer 12. Spindle Arm 16. Pin
17. Frame

Installation
NOTE: Sleeve alignment tool, part number EH4638 2. Install pins (16), capscrews (3) and retainers
included in tool group, should be used to hold (10) and secure with locknut (9). Tighten to
bearing spacers (4, Figure 3-9) and spherical 750 ft. lbs. (1017 N.m) torque.
bearings (11) in position when pins are inserted 3. Connect hydraulic and lubrication lines to their
during assembly. respective ports. Operate steering and check
for leaks and proper operation.
1. Align steering cylinder (1) or tie rod end (5)
bearing bore with pin bores in spindle or
Bearing Replacement
frame. Insert bearing spacers (4) and washer
(8) if used. 1. Remove capscrews (2, Figure 3-10) and lock-
NOTE: Tie rod is to be installed with clamping bolts washers (3). Remove bearing retainer (4).
toward the rear of the truck. 2. Press bearing (1) out of bore in steering cylin-
der or tie rod end.
3. Press new bearing into bore.
4. Install bearing retainers with capscrews and
lockwashers. Tighten capscrews to standard
Always install pin retaining capscrews from the torque.
top with the locknut on the bottom side at steer-
ing arm as shown in Figure 3-9.
FIGURE 3-10. TYPICAL BEARING INSTALLATION

(Steering Cylinder Shown for Reference)
1. Bearing 4. Bearing Retainer

2. Capscrew 5. Rod End
3. Lockwasher

TOE-IN ADJUSTMENT
1. The steering system must first be centered in

the straight ahead position. Shut down engine
and turn key switch OFF. Allow at least 90 sec-
onds for the accumulators to bleed down. DO
NOT turn the steering wheel. Block front and
back of the rear wheels.
2. Check toe-in by measuring the distance
between the centers of the front tires. These
measurements should be taken on a horizontal
centerline at front and rear of tires. Refer to Fig-
ure 3-11.
3. Radial tires should have equal measurements
(zero toe-in).
4. Loosen clamp locknuts on tie rod and rotate tie
rod as necessary to obtain correct toe-in set-
ting.
5. When adjustment is complete, tighten clamp
locknuts (7, Figure 3-9) on tie rod to 310 ft. lbs
(420 N.m) torque.
6. Remove blocks from rear wheels.
930E TOE-IN DATA in. (cm)

Nominal tie-rod length, radial tires. 144.37 (366.7)
(Zero toe-in)
FIGURE 3-11. MEASURING TOE-IN

NOTES

REAR AXLE HOUSING ATTACHMENT
PIVOT PIN
Removal
1. Park truck on firm level surface and block front
and rear of all tires.
Truck body must be empty and down against

frame before attempting this procedure.
2. Release all brakes.

3. Charge rear suspensions with nitrogen until pis-
tons are fully extended.
4. Place blocks or stands under each frame mem-
ber beneath the hoist cylinders.
FIGURE 4-1. PIVOT PIN ASSEMBLY

Blocks must be securely in place before lowering 1. Truck Frame 9. Cover Ring
the frame. Check blocks on wheels to make sure 2. Capscrew 10. 12 Pt. Capscrew
they are in place. 3. Lockwasher 11. Locknut
4. 12 Pt. Capscrew 12. Puller Holes
5. Lock Plate 13. Bearing
5. Release nitrogen out of front suspensions.
6. Sleeve 14. Bearing Retainer
6. Release nitrogen out of rear suspensions. 7. Pivot Pin 15. Pivot Eye Structure
7. Attach a hoist to lift eye at top of the pivot eye to 8. Spacer 16. Bearing Carrier
control downward movement of front of axle 17. Clamp
housing.
8. Disconnect pivot eye bearing lube line. Remove Installation
ground wire between pivot eye and frame.
1. Raise pivot eye (15, Figure 4-1) into position.
9. Remove capscrew (2, Figure 4-1) and lock-
2. Be certain spherical bearing inner race is
washer (3). Remove capscrews (4). Remove
aligned. Install cover rings (9) and spacers (8).
lock plate (5).
Install pin (7).
10. Install puller using tapped holes (12) in head of 3. Position lock plate (5) by lining up capscrews
pin. Remove pin (7). with capscrew holes in pin. Install capscrews.
4. Rotate pin and lock plate to align capscrews (2)
with holes in frame mounting structure.
NOTE: Placement of a pry bar or jack between
mounting structure and pivot eye may be necessary a. Install capscrews (2) and lockwashers (3).
to push pivot eye down and away from mount
b. Tighten capscrews (2) to 175 ft. lbs. (237
structure. Spacers (8) and cover rings (9) will fall
N.m) torque.
free.
c. Tighten capscrews (4) to 1715 ft. lbs. (2325
N.m) torque.
G04014 Rear Axle Housing Attachment G4-1

5. Install ground wire and lubrication line. Pressur- Assembly
ize lube line to assure bearing (13) receives
1. Setup an appropriate tool to press spherical
grease.
bearing (4, Figure 4-2) into bearing carrier (3).
6. Install clamps (17) on cover rings (9). Tighten Be certain bearing outer race is flush with bear-
clamps just enough to hold covers in place. ing carrier sides.
7. Charge front suspension as described in "Oiling 2. Install bearing retainers (2) with 12 point cap-
and Charging Procedure", Section "H". screws (5) and locknuts (6). Tighten capscrews
8. Charge rear suspensions with nitrogen to fully to 575 ft. lbs. (779 N.m) torque.
extend pistons.
9. Remove blocks or stands from beneath the
frame.
10. Release nitrogen from rear suspension and
charge according to procedure in "Oiling and
Charging Procedure", Section "H".
Before removing blocks from the wheels, make

sure parking brake is applied.
11. Remove blocks from wheels.
PIVOT EYE BEARING

Disassembly
1. Remove capscrews and locknuts (5 and 6, Fig-
ure 4-2). Remove bearing retainers (2). Setup
an appropriate tool to press spherical bearing
(4) from bearing carrier (3).
2. Inspect all parts and bearing for wear or dam-
age. Replace parts showing excessive wear or
damage.
Spherical bearing outer race O.D.:
8.7500 - 8.7488 in. (222.25 - 222.22 mm)
Bearing bore I.D.:

5.9990 - 6.0000 in. (152.37 - 152.40 mm)
3. If bearing carrier (3) is damaged or worn, refer to FIGURE 4-2. PIVOT EYE BEARING
"Pivot Eye Repair" for repair procedure. INSTALLATION
1. Pivot Eye Structure 4. Spherical Bearing

2. Bearing Retainer 5. 12 Pt. Capscrew
3. Bearing Carrier 6. Locknut
G4-2 Rear Axle Housing Attachment G04014

PIVOT EYE REPAIR Assembly
If damage occurs to pivot eye (4, Figure 4-3), it may 1. Setup an appropriate tool to press bearing car-
be necessary to remove it from rear axle structure (1) rier (3, Figure 4-2) into the bore of the pivot eye
to facilitate repair and bearing replacement. structure.
NOTE: With parts to correct size, the fit of the
Removal
bearing carrier into the bore of the pivot eye structure
To remove the axle housing pivot eye: may be 0.001 - 0.003 in. (0.025 - 0.08 mm)
interference fit. Freezing the bearing carrier will
1. Follow all preceding instructions for "Pivot Pin
ease installation.
Removal".
Be certain axle housing (1) and wheels are
blocked securely.
2. Attach a lifting device to the pivot eye (4).
3. Remove capscrews (2) and flatwashers (3).
Remove pivot eye. Lubrication groove in bearing carrier outer diam-
eter must align with lubrication fitting hole in
Disassembly
pivot eye structure.
1. Remove spherical bearing (4, Figure 4-2) as
described in "Pivot Eye Bearing, Disassembly".
2. Press bearing carrier into bore. Be certain the
2. If bearing carrier (3) is damaged or worn, setup
carrier is pressed fully into the pivot eye bore,
an appropriate tool to press bearing carrier out
flush with the sides.
of the pivot eye structure bore.
3. Install spherical bearing (4) as described in
Bearing carrier (new): "Pivot Eye Bearing, Assembly".
I.D. = 8.7484 ± 0.0005 in. (222.209 ± 0.013 mm)
O.D.= 9.7520 ± 0.0005 in. (247.701 ± 0.013 mm)
Installation
3. Inspect pivot eye structure bore for excessive 1. Be certain mating surfaces of axle housing (1,
wear or damage. Figure 4-3), and pivot eye (4) are clean and not
damaged.
2. Lift pivot eye into position on front of axle hous-
Pivot eye bore (new):
ing. Insert several capscrews (2) and flatwash-
9.7500 ± 0.0005 in. (247.650 ± 0.013 mm) ers (3) to align the parts. Remove the lifting
device.
3. Install the remaining capscrews and flatwash-
ers. Tighten alternately until the pivot eye is
properly seated. Tighten capscrews to 1715 ft.
lbs. (2325 N.m) final torque.
FIGURE 4-3. PIVOT EYE ATTACHMENT

1. Rear Axle Structure 3. Flatwasher
2. Capscrew 4. Pivot Eye
G04014 Rear Axle Housing Attachment G4-3

ANTI-SWAY BAR
NOTE: The anti-sway bar mounting arrangement is
identical at each end.
Removal
1. Position frame and rear axle housing to allow
use of a puller arrangement to remove anti-
sway bar pins (4, Figure 4-4) on the rear axle
housing and the frame.
2. Block securely between frame and axle housing.
3. Disconnect lubrication lines. Position a fork lift or
attach lifting device to anti-sway bar (11) for
removal from truck.
4. Remove capscrews (9) and locknuts (10) at
each mount.
5. Attach puller and remove pin (4) from each end
of anti-sway bar.
6. Remove anti-sway bar from mounting brackets.
7. Remove bearing spacers (6).
Installation FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY
1. Start pin (4, Figure 4-4) in through the front of

the frame mount and one spacer (6). Rotate pin 1. Mounting Structure 6. Bearing Spacer
to align retaining capscrew (9) hole with the 2. Capscrew 7. Retainer Ring
hole in the mounting structure (1). 3. Lockwasher 8. Bearing
2. Raise the anti-sway bar into position and push 4. Pin 9. Capscrew
pin through spherical bearing, insert second 5. Sleeve 10. Locknut
spacer and continue pushing into other ear of 11. Anti-Sway Bar
bracket. If necessary, realign pin with retainer
capscrew hole. Install capscrew (9) and locknut Disassembly
(10). 1. Remove retainer rings (7, Figure 4-4) from
3. Repeat above procedure to install remaining pin, bores of both ends of anti-sway bar (11).
spacers, capscrew and locknut at opposite end 2. Press out spherical bearings (8).
of bar. Start the pin into the bore of the axle
housing mount from the rear of the truck. Cleaning and Inspection
4. Attach lubrication lines. Pump grease into bear- 1. Inspect bearing bores of anti-sway bar. If bores
ing to verify line and system is operational. are damaged, repair or replace anti-sway bar.
5. Remove blocking. 2. Inspect bearing spacers (6) for damage or wear.
6. If necessary, recharge suspensions. Refer to
Section "H" for charging procedure. Assembly
1. Press in new bearings.
2. Install retainer rings. Be certain rings are prop-
erly seated in grooves.
G4-4 Rear Axle Housing Attachment G04014

REAR AXLE HOUSING
REAR AXLE HOUSING 5. Verify the steering accumulators have bled down
Read and observe the following instructions
before attempting any repairs on propulsion sys- 6. Bleed down the brake accumulators using the
tem components! manual bleed valves on the brake manifold.
Front wheels must be securely blocked to

prevent movement as brakes will be
released.
• Do not step on or use any power cable as a All electrical cables and hydraulic hoses
hand hold when the engine is running. should be marked prior to removal.
• All removal, repairs and installation of Close the shut-off valves on the hydraulic
propulsion system electrical components, pumps to reduce amount of oil loss from
cables etc. must be performed by an brake system.
electrical maintenance technician properly
trained to service the system.
• In the event of a propulsion system Removal
malfunction, a qualified technician should
inspect the truck and verify the propulsion 1. Remove the dump body as outlined in Section
system does not have dangerous voltage "B". Block up truck and remove rear tires as
levels present before repairs are started. described in this Section of the manual.
2. Loosen hose clamps and disconnect wheel
motor cooling air duct from connection on front
After the truck is parked in position for the repairs, center of housing.
the truck must be shut down properly to ensure the
3. With the pump shut-off valves in the closed posi-
safety of those working in the area of the wheel
tion, remove drain plugs at bottom of brake
motors, and possibly the electrical cabinet and
assemblies and drain oil from disc brakes.
retarding grids. The following procedures will ensure
the electrical system is properly discharged before 4. Disconnect hydraulic hoses at manifold (4, Fig-
repairs are started. ure 5-1). Cap fittings and plug hoses to prevent
contamination.
PREPARATION 5. Remove covers from access holes (17).
1. Reduce the engine speed to idle. Place the 6. Remove cable grips at right front corner from
selector switch in NEUTRAL and apply the wheel motor cables (7), air pressure sensor/
parking brake. Be certain the parking brake rear light (8) and speed sensor (9) harnesses.
applied indicator lamp in the overhead panel is Slide cable grips forward on cables.
illuminated. 7. Remove cable grip mounting cover and slide for-
2. Place the drive system in the REST mode by ward for access to brake cooling line clamp
turning the Rest switch on the instrument panel inside axle housing.
ON. Be certain the REST warning lamp is illumi- 8. Disconnect brake system cooling lines (2 & 10)
nated. at each brake back plate. Disconnect brake
3. Shut down the engine using the keyswitch. If, for apply lines (11). Cap and plug openings.
some reason the engine does not shut down, 9. Remove clamps (3) securing brake hoses to
use the shutdown switch on the center console. spindles.
Place the GF Cutout Switch in the CUTOUT
position. (See Figure 3-1, page E3-2, Propul- 10. Open rear access cover and remove wing nuts
sion System, for GF switch location.) securing duct tube to axle housing. Remove
tube.
remain on longer than 5 minutes after shut-
down, notify the electrical department.
G05015 11/02 Rear Axle Housing G5-1

FIGURE 5-1. REAR AXLE HOUSING AND WHEEL MOTORS
1. Disc Brake Assembly 6. Relay Valve 12. LH Wheel Motor
2. Brake Cooling Oil Return 7. Wheel Motor Power Cables 13. Park Brake Line
3. Clamp 8. Air Sensor/Rear Light Harness 14. RH Wheel Motor
4. Manifold 9. Speed Sensor Harness 15. Capscrew
5. Cooling Air Duct 10. Brake Cooling Oil Supply 16. Hardened Flatwasher
11. Brake Apply Line 17. Access Hole
11. Open access covers inside axle housing. 17. Remove automatic lube system hoses and
clamps attached to housing. Secure hoses to
12. Disconnect parking brake supply line (13). Dis-
frame to prevent interference during axle hous-
connect and remove RH parking brake supply
ing removal.
line at tee.
13. Disconnect air sensor hose from duct. 18. Remove rear suspensions. Refer to Section
"H".
14. Remove wheel motor cooling air exhaust duct
19. Remove anti-sway bar as described in this Sec-
(5) from between wheel motors.
tion.
15. Disconnect wheel motor power cables (7) at
20. Remove pivot pin as described in this Section.
wheel motor terminals. Remove cable clamps
and pull cables from axle housing. 21. Remove wheel motors as described in this Sec-
16. Disconnect air pressure sensor/rear light har- tion.
ness (8) inside axle housing and remove 22. Attach overhead hoist or crane to lift eyes on
clamps. Disconnect speed sensor harness (9) rear axle housing and move from rear of
connectors and remove clamps. Pull both har- frame.
nesses from axle housing.
G5-2 Rear Axle Housing 11/02 G05015

Cleaning and Inspection Installation
1. Thoroughly clean the capscrew holes and wheel 1. Position axle housing under frame.
motor mounting faces. Re-tap holes if threads 2. Align pivot pin bores and install pivot pin. Refer
are damaged. to installation procedure earlier in this Section.
2. Check wheel motor mounting faces for nicks, 3. Install anti-sway bar. Refer to installation proce-
scratches or other damage. Inspect all welds dure earlier in this Section.
and repair as necessary.
4. Install rear suspensions, as described in Section
3. Inspect pivot pin bearing. If worn or damaged, "H".
refer to "Pivot Eye Bearing", this Section, and
5. Connect auto lube system hoses and clamps.
repair as required.
6. Route wheel motor cables (7, Figure 5-1) into
4. Inspect brake system relay valve (6, Figure 5-1)
housing and clamp in place. Install cable grip
and hoses for leaks. Inspect manifold (4) hose
mounting plate and cable grips.
connections and repair leaks or damaged
hoses. 7. Install speed sensor harness (9, Figure 5-1)
through housing. Install cable grip.
8. Install air sensor/light harness through housing,
clamp in place and install connectors. Install
cable grip.
9. Install wheel motors, cables, brake lines and
tires as described on the following pages.
10. Connect hoses to manifold (4) at front of hous-
ing.
11. Install air duct (5). Close duct inspection covers
and install duct tube in rear opening of axle
housing.
12. Reconnect wheel motor cooling air duct and
clamp securely.
13. Open pump shut-off valves. Service hydraulic
system.

WHEEL MOTOR Front wheels must be securely blocked to
prevent movement as brakes will be
Read and observe the following instructions released.
before attempting removal of the wheel motors or
any repairs on the propulsion system compo- All electrical cables and hydraulic hoses
should be marked prior to removal.
nents!
Close the shut-off valves on the hydraulic
pumps to reduce amount of oil loss from
brake system.
• Do not step on or use any power cable as a Removal

hand hold when the engine is running.
NOTE: If suitable equipment is available to lift wheel
• All removal, repairs and installation of motor assembly from the axle housing it is not
propulsion system electrical components, necessary to remove the truck body. The equipment
cables etc. must be performed by an used must be capable of lifting and supporting the
electrical maintenance technician properly weight of the complete wheel motor assembly,
trained to service the system. 41,105 lbs. (18,645 kg.), must be mobile and must be
• In the event of a propulsion system capable of aligning the wheel motor to the axle
malfunction, a qualified technician should housing mounting flange during installation. If the
inspect the truck and verify the propulsion wheel motor must be removed by use of a crane or
system does not have dangerous voltage overhead hoist, refer to Section "B" for body removal
levels present before repairs are started. instructions.
After the truck is parked in position for the repairs,
the truck must be shut down properly to ensure the
safety of those working in the area of the wheel 1. Raise the rear of truck as described in this Sec-
motors, and possibly the electrical cabinet and tion, until tires clear the ground. Use support
retarding grids. The following procedures will ensure stands or cribbing to block under rear housing.
the electrical system is properly discharged before 2. Remove the inner and outer wheels from wheel
repairs are started. motor. Refer to tire and wheel removal instruc-
tions in this Section. Be certain additional cap-
screws have been installed to provide support
PREPARATION for the wheel motor transmission housing while
the rear tires are removed.
1. Reduce the engine speed to idle. Place the
3. With the pump shut-off valves in the closed posi-
selector switch in NEUTRAL and apply the
tion, remove the drain plug at bottom of brake
parking brake. Be certain the parking brake
assembly and drain oil from disc brake housing.
applied indicator lamp in the overhead panel is
illuminated. 4. Remove covers from access holes (17, Figure
5-1)
turning the Rest switch on the instrument panel 5. Disconnect brake system cooling lines (2 & 10)
ON. Be certain the REST warning lamp is illumi- at brake back plate. Disconnect brake apply
nated. lines (11). Cap and plug openings.
3. Shut down the engine using the keyswitch. 6. Remove clamps (3) securing brake hoses to
Place the GF Cutout Switch in the CUTOUT spindles.
position. 7. Open rear access cover and remove wing nuts
4. Verify the LINK VOLTAGE lights are OFF. If they securing duct tube to axle housing. Remove
remain on longer than 5 minutes after shut- tube.
down, notify the electrical department. 8. Open access covers inside axle housing.
5. Verify the steering accumulators have bled down 9. Disconnect parking brake supply line for the
by attempting to steer. motor to be removed. Disconnect air sensor
6. Bleed down the brake accumulators using the hose if necessary.
manual bleed valves on the brake manifold. 10. Remove wheel motor cooling air exhaust duct
7. Open the battery disconnect switches. (5) from between wheel motors.

11. Disconnect wheel motor power cables (7) at
wheel motor terminals. Disconnect speed sen-
sor cable at connector in center of housing.
12. Tie up cables and hoses as necessary to pre-
High tightening force is required on wheel motor
vent damage during wheel motor removal.
mounting capscrews. Repeated tightening will
cause capscrew material to fatigue and break.
DO NOT reuse wheel motor mounting capscrews
and washers more than twice after original instal-
lation. The mounting hardware must be replaced
after the third use.
Each complete wheel motor assembly weighs
approximately 41,105 lbs. (18,645 kg). Be certain The following method is suggested to control the "3 -
lifting device is capable of handling the load Use" maximum:
safely.
13. Attach lifting device to wheel motor assembly. Punch mark the capscrew heads with a center punch
DO NOT allow lifting device to contact brake after each tightening as follows:
housing. • Initial Installation . . . . . . . . . . . . . . . .Zero marks
• Second Installation . . . . . . . . . One punch mark
14. Remove capscrews (15) and hardened flatwash- • Third Installation . . . . . . . . . . . .Two punch marks
ers (16) securing wheel motor to rear housing.
Before installation, inspect each capscrew for any
15. Move wheel motor assembly out of axle housing, defects and number of punch marks. Replace cap-
using care to prevent damage to brake hoses if screws and washers if two punch marks are evident;
not removed previously. do not reuse if any defect is suspected. Hardware
16. Refer to appropriate GE service information for showing signs of rust, corrosion, galling, or local
wheel motor repair instructions. yielding on any seat or thread surfaces should be
replaced. Replace mounting hardware if the truck
was operated with the wheel motors in a loose joint
condition. Replace wheel motor mounting hardware
Cleaning and Inspection with original Komatsu parts.
1. Thoroughly clean the capscrew holes and The hardened flat washers used in this application
mounting faces of the rear housing and the are punched during the manufacturing process,
wheel motor. therefore, they must be assembled with the punch lip
2. Re-tap holes if threads are damaged. away from head of the mounting capscrews to pre-
3. Check mounting faces of wheel motor and rear vent damage to the fillet between capscrew head and
housing for nicks, scratches or other damage. shank. Refer to Figure 5-2.
4. Check components inside axle housing. Inspect
brake system relay valve (6, Figure 5-1) and
hoses for leaks. Inspect manifold (4) hose con-
nections and repair leaks or damaged hoses.
5. Inspect wheel motor power cables, terminals,
cable grips, and clamps. Replace any cables or
hardware that is damaged or worn.
All propulsion system power cables must be

properly secured in their wood or other non-fer-
rous cable cleats. If clamps are cracked or bro-
ken, replace them with new parts. Inspect cable FIGURE 5-2. MOUNTING HARDWARE
insulation and replace entire cable if insulation is 1. Washer 2. Capscrew
damaged.

Installation
1. Install two guide pins 180° apart in the rear
housing.
The wheel motors must be properly aligned

before installing onto the axle housing. The
wheel motor has markings which help determine
installation orientation. Two sets of dimples are
The complete wheel motor assembly weighs located at the 3 o’clock and 9 o’clock positions.
approximately 41,105 lbs. (18,645 kg). Be certain A centerline symbol marks the 12 o’clock posi-
lifting device is capable of handling the load tion of the wheel motor. Refer to Figure 5-3.
safely.
The axle housing also contains dimples at the 3
2. Lift the wheel motor into position on the axle o’clock and 9 o’clock positions next to the wheel
housing. Ensure all cables and lines are clear motor mounting rings. Refer to Figure 5-4.
before installation. If brake system hoses (2,
10, & 11, Figure 5-1) have not been removed, When installing the wheel motors, ensure the
guide hoses through the spindle holes during markings on both components line up. The top
installation capscrew hole on the axle housing may also be
determined by counting the holes in between
the two sets of punch marks. The top hole on
the axle housing should line up with the “CL”
stamping on the wheel motor.
FIGURE 5-3. WHEEL MOTOR DIMPLE MARKINGS

5. Connect brake apply line (11) to the port on the
brake assembly back plate.
6. Using new O-rings, install brake cooling lines.
7. Seal gap around brake cooling hoses (see seal-
ant specification below) where cooling hoses
pass through spindle holes. Install clamps (3).
MASTIC SEALANT
Vendor Product Name:
Punch Marks
• Uniseal 310S Sealant
Description:
• 2.00 in. wide x 0.125 in. thick x 120 in.
long roll
Vendor Source:
• Uniseal
1800 W. Maryland Street
Evansville, IN 47712
FIGURE 5-4. AXLE HOUSING DIMPLE MARKINGS
• Other sources may be available
throughout the world.
3. Install lubricated capscrews and flat washers

securing wheel motor to rear axle housing.
Snug up all capscrews until wheel motor is
NOTE: Brake system hoses must be sealed where
seated against axle housing flange at all points.
they pass through axle spindle holes to prevent
Final tighten (alternating capscrews 180° apart)
cooling air loss.
to 1480 ft. lbs. (2007 N.m) torque.
8. Connect air sensor hose, if removed. Install park
4. Connect power cables (7, Figure 5-1) to their
brake apply hose (13).
appropriate location on the wheel motor. Con-
nect speed sensor cable. 9. Install inspection covers on access holes (17).
10. Install air duct (5). Close duct inspection covers
and install duct tube in rear opening of axle
housing.
11. Open pump shut-off valves.
12. Check wheel motor oil level. Rotate a magnetic
All propulsion system power cables must be plug to the 6 o’clock position and remove the
properly secured in their wood or other non-fer- plug. The oil level should be even with the bot-
rous cable cleats. If clamps are cracked or bro- tom of the plug opening. Refer to Figure 5-5. Fill
ken, replace them with new parts. Inspect cable as necessary.
insulation and replace entire cable if insulation is 13. Check hydraulic tank oil level before and after
damaged. engine start-up and brake bleeding procedure.
Service as necessary.
14. Bleed the brake apply line according to the
instructions in "Wet Disc Brake Assembly,
Brake Bleeding Procedure", Section "J".

FIGURE 5-5. WHEEL MOTOR OIL LEVEL
15. Remove temporary capscrews previously

installed in wheel motor transmission housing
mounting flange. Install tires and rims using pro-
cedures outlined earlier in this section.
16. Raise truck, remove support stands. Lower truck
and remove jack.

WHEEL MOTOR GEAR OIL ures. Particles over 25 microns can damage bear-
ings and must be filtered from the oil.
FILTERING REQUIREMENTS
General Electric (GE) recommends that the oil be
Wheel motor gear oil must be changed (or filtered) at tested according to the International Standards Orga-
the first 500 hours of operation and every 2500 oper- nization's ISO Particle Analysis 4406. This standard
ating hours, thereafter. Filtering synthetic oil for reuse documents the size and number of particles permit-
is recommended, and can significantly extend the life ted in the lubricant. This is an extremely important
of the oil. Due to their additive formulation, GE measurement of the condition of the oil.
approved oils may last up to a year (5-6 filter cycles),
An "ISO Cleanliness Code" is used to document the
or possibly longer. After a year, the synthetic oil must
number and size of the contaminates that can be tol-
be analyzed by the oil manufacturer if continued use
erated in a specific application of a lubricant. An
is desired. A 10 micron filter must be used for filtering
example of an "ISO Cleanliness Code" would be 18/
the oil.
13. The first number (18 in this example) applies to
Viscosity of filtered oil must be monitored by oil anal- the allowable number of particles between 5 - 15
ysis to ensure proper lubrication. Viscosities below microns in size. The second number (13 in this
the condemning limit indicates entry of contamination example) applies to the allowable number of particles
that will affect the oil film and lubricating quality. The between 15 - 25 microns. If the particle count identi-
condemning limit for 680 oil, is 53cSt when tested at fied by the "ISO Cleanliness Code" is exceeded or
212° F (100° C), and 588cSt at 104° F (40° C). This there are particles present larger than 25 microns,
value can be used along with element tracking of the oil should be filtered.
phosphorus, calcium, and zinc to verify correct oil
GE recommends that a Cleanliness Code of 18/13
viscosity. Ensure the appropriate viscosity value is
be used for motorized wheels. Oil qualified for reuse
being maintained for the approved oil you are using.
must be filtered to 10 microns absolute.
If the viscosity of the oil is below the acceptable limit,
the oil should be rechecked. If the second test fails, If particle analysis yields a result of greater than 18
dispose of the oil. Fill the wheel motor with new, GE for the top number or greater than 13 for the lower
approved oil. The contaminated oil should be prop- number the motorized wheel oil should be filtered to
erly disposed of according to local regulations. 10 microns absolute. On occasion, one should check
the results of the filtering process to assure the filter-
ing process is yielding the desired results. Should the
result be unacceptable, check the filter type, particle
size, and condition prior to filtering again.
If the viscosity of the oil is below the condemning
limits, the oil may be contaminated with hydrau-
lic oil. Ensure all joints are properly sealed before
filling the wheel motor with fresh oil. If hydraulic
FLUSHING
oil continues to contaminate the wheel motor,
serious damage to internal components may The transmission of the wheel motor must be flushed
result. using the same oil that is used in normal operation.
The use of solvents or low viscosity oils are not
acceptable.
After flushing to remove contamination from the
wheel motor, the transmission should be filled with
PARTICLE SIZE ANALYSIS
new or filtered oil. A sample should be taken for anal-
When filtering synthetic oil for reuse, the oil must be ysis after 100 hours of operation. If results of the oil
monitored to determine when filtering is necessary. analysis are within the acceptance range, the wheel
The process of monitoring the oil for this purpose is motor may return to the 250 hour interval for oil anal-
particle size analysis. The test consists of passing a ysis. If the results of the analysis are not within the
beam of light through the oil as it passes through a acceptance range, immediately contact your area GE
clear tube. A computer analyzes the quantity and or KMS service representative. Large quantities of
size of particles contained in the oil. loose material in the oil may be an indication of immi-
Particles that are smaller than 5 microns in size are nent wheel motor failure.
not large enough to cause any gear or bearing fail-

OIL SAMPLE ANALYSIS
Spectrographic oil analysis results should be exam- A gradual rise of elements between oil samples is
ined prior to sun pinion gear inspection. The trends of normal. Only when a sharp increase occurs is there
element parts per million (ppm) or sudden ppm ele- evidence that a mechanical failure is imminent. Lev-
ment changes can estimate the present condition of els of elements that indicate mechanical stress differ
the wheel motor and also predict the immediate from element to element. Additionally, oil sampling
future of the mechanical components within the criteria established for each element may differ at
wheel motor. each mine site due to factors such as uphill or down-
hill hauling, grades, and speeds.
While examining oil sample history, the most impor-
tant characteristic to look for is a rapid increase in the Elements for the wheel motor that can be detected
presence of an element in the oil such as iron (Fe). with oil analysis are iron (Fe), chromium (Cr), nickel
Rapid changes in element content indicate that a (Ni), copper (Cu), silicon (Si), phosphorus (P), zinc
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 opera-
deteriorating and the cause of the failure. tional 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 opera- problems exist in the mechanical components.
tion. The sample must be taken within a half an hour
of truck shut down and within an hour of actual truck As stated above, some guidelines for analyzing oil
operation. Oil samples that are not taken under this samples can be given, but specific levels should be
stipulation will not convey an accurate measurement established at the operating mine site. The element
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 mag- indicators, and possible causes and actions are
netic plugs in the six o’clock position on the wheel. listed in the following charts. These charts provide
Oil samples should be taken from this plugged hole basic guidelines for analysis of oil sampling informa-
using a flexible tube that is 18 inches (457 mm) in tion.
length. The tube must be inserted downward exactly
12 inches (305 mm) toward the bottom of the torque
tube.
When a sample is extracted from the wheel motor

and placed in a clear bottle, the appearance, as well
as odor of the oil should be inspected. Note any
burning smells or other odors typical of fatigued or
contaminated oil. Check the oil for cloudiness, large
particles, and filming. Any of these conditions indi-
cate a problem.

ELEM ENT SPECIFICATIO N CHARTS
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If iron levels are high and other "Soft" iron contamination. Sources are likely to
200 elements are slightly elevated: be casting material.
Iron (Fe) 600
If iron levels are high and other "Hard" iron contamination. Sources are likely
100
elements 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 Transportation Systems AC Wheel (GDY85) Transmission Gear Use Criteria. If the low speed
planet gears fail to meet the inspection criteria the wheel should be removed, disassembled, and gears replaced. If
the low speed planet gears meet the re-use criteria, but the sun pinion fails to meet the reuse criteria, then replace
the sun pinion. Once the sun pinion has been replaced drain the oil and replace with fresh oil. This wheel should
then be monitored closely and replaced if the iron level spikes again.
Chromium If chromium is high and iron is high: A bearing failure is likely in progress.
10 7
(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.
If nickel is high and iron is high or rising: Nickel is likely from one or more of the gears.
Nickel (Ni) 10 5
Action: This could indicate a condition such as gear tooth pitting or spalling. The oil should be resampled immedi-
ately and a gear train inspection completed. If the resampling of the oil shows high nickel and chromium, the wheel
should be removed from service, disassembled, and the bearings and gears inspected.
If copper is high with iron high: High iron will produce high copper from the thrust
15
washers and bearings.
Copper (Cu) 50 If copper is high with other elements A thrust washer is rapidly wearing with the likely cause
20 low: of the sun pinion gear thrusting inboard or 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 read-
ings. If both the copper and chromium readings spike; remove the wheel from service, disassemble the wheel, and
inspect the bearings. If the only elevated reading is that of copper or lead; remove the sun pinion and check the
outer thrust washer for wear. If the outer thrust washer has worn less than the depth of the oil lubricating grooves
then reassemble the sun pinion, filter the oil and continue to monitor. If the outer thrust washers have worn more
than the depth of the oil lubricating grooves then replace the outer thrust washers, reassemble the sun pinion, filter
the oil and continue to monitor.

If calcium, zinc, and phosphorus are Hydraulic oil has entered the drive train.
Calcium (Ca) 40 20
high:
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
Zinc (Zn) 75 40 If zinc, phosphorus, and calcium are high: Hydraulic oil has entered the drive train.
25 If zinc is high without high calcium and High mechanical wear of components is
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 If phosphorus, zinc, and calcium are Hydraulic oil has entered the drive train.
400 150
(P) high:
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 If silicon is high with other elements low: Dirt has entered the drive train. Flush wheel
25
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, sam-
ple date, hours on wheel, hours on oil, and element count. Refer to the chart below. Information in this format can
be easily sent to equipment manufactures and gives required information to analyze the results of oil samples.
Separate records for each wheel motor should be kept in this format.
Contamination can reduce sun pinion gear life significantly, as well as the rest of the drive train. Additional
component (sun pinion gear, etc.) inspections may be required, in addition to normal maintenance interval
inspections, if oil samples from a wheel motor show elements are above normal or rapidly elevating.

G05015 11/02
Wheel Motor Oil Sampling Record
Mine truck number: KMS truck serial number:
Truck side: Left or Right (circle) Oil:
Wheel serial number:
Wheel install date:
Max Values: 600 10 10 50 50 400 75 40 53
Sample Sample Hours
Iron
Chromium
Nickel
Copper
Silicon
Phosphorus
Zinc
Calcium
Viscosity @
100' C
Date # Hours on Truck on oil
Rear Axle Housing

G5-13
NOTES

SECTION H
HYDRAIR® II SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-2
Minor Repair (Lower Bearing and Seals) . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5
Major Suspension Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-2
Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-2
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
OIL AND NITROGEN SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6
H01013 Index H1-1

NOTES
H1-2 Index H01013

FRONT SUSPENSION
The HYDRAIR®II suspensions are hydro-pneumatic Removal
components containing oil and nitrogen gas. The oil
1. Park unloaded truck on hard level surface. Block
and gas in the four suspensions carry the gross truck
wheels and set parking brake. Remove front
weight less wheels, spindles and rear axle assembly.
wheel and tire according to “Removal” instruc-
The front suspension cylinders consist of two basic tions in Section “G”, Front Tire and Rim. Remove
components; a suspension housing attached to the front wheel hub and spindle as covered in Section
truck frame and a suspension rod attached to the front “G”.
spindle.
2. Remove boot clamp and boot from around sus-
Check valves and orifice dampening holes control pension.
suspension travel to provide good ride qualities on haul
3. Discharge nitrogen pressure from suspension by
roads under loaded and empty conditions.
removing cap from charging valve (5, Figure 2-1).
The front suspension rods also act as kingpins for Turn the charging valve swivel nut (small hex) (2,
steering the truck. Figure 2-2) counterclockwise 3 full turns to unseat
valve seal (DO NOT turn more than three turns).
DO NOT TURN LARGE HEX (4) (see DANGER
The HYDRAIR®II suspension cylinder requires only below). Wearing face mask or goggles, depress
normal care when handling as a unit. However, after valve stem until all nitrogen pressure has been
being disassembled these parts must be handled care- relieved.
fully 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.
Make certain only the swivel nut (2) turns. Turning
the complete charging valve assembly may result
in the valve assembly being forced out of the
suspension by the gas pressure inside.
4. After all nitrogen pressure has been relieved,
loosen large hex (3) and remove charging valve
assembly. Discard O-ring seal.
FIGURE 2-1. SUSPENSION CHARGING VALVE

FIGURE 2-2. CHARGING VALVE INSTALLATION
1. Suspension 3. Pressure Sensor Port
Housing 4. Vent Plug 1. Valve Cap 4. Vent Plug
2. Cap Structure 5. Charging Valve 2. Swivel Nut (Small Hex)
3. Charging Valve Body (Large Hex)
H02013 2/01 Front Suspensions H2-1

5. Place a suitable container under suspension cyl-
inder. Remove bottom drain plug (19, Figure 2-8)
and allow cylinder to drain completely.
NOTE: Front HYDRAIR®II suspensions are equipped
with lower bearing retainer puller holes. If only rod
wiper, rod seals, bearing, O-ring and backup ring
replacement is required, it will not be necessary to
remove suspension from truck. Refer to “Minor Repair
Only (Lower Bearing & Seals)” for bearing retainer
removal and installation.
6. If major suspension rebuild is required, continue

removal procedure.
7. Attach fork truck or suitable lifting device to sus-
pension. Secure suspension to lifting device.
The front HYDRAIR®II suspension weighs approxi-

mately 6150 pounds (2790 kg). Be certain the lifting
device to be used is of sufficient capacity to handle
load.
8. Remove capscrews and washers (1, Figure 2-3)

FIGURE 2-3. SUSPENSION INSTALLATION
and nuts and washers (2).
1. Capscrew & Washers 6. Capscrew & Washers
9. Remove capscrews and washers (8), and nuts
2. Nuts & Washers 7. Piston
and washers (10).
3. Housing 8. Capscrews & Washers
10. Remove capscrews and washers (6), and spacers 4. Mounting Surface 9. Spacer
(9). 5. Shear Bar 10. Nuts & Washers
11. Move suspension to a clean work area for disas-
sembly.
Installation 2. Inspect suspension and frame mounting surfaces

and spotfaces for flatness. Surface finish must not
Use the following procedure for preparing mounting
exceed 250 (RMS) (medium tool cut). Surface
surfaces and mounting hardware.
flatness must be within 0.010 in. (0.254 mm).
1. The mounting surface of both the suspension and
3. Clean and dry all capscrews, nuts and washers
the frame must be clean and dry. Use a cleaning
as stated in Step 1, above.
agent that does not leave a film after evaporation,
such as trichlorethylene, tetrachlorethylene, ace-
tone or lacquer thinner.
NOTE: The use of dry threads in this application is

not recommended. Due to the high tightening
forces required to load these capscrews, dry
When using a cleaning agent, follow the manufac- threads may cause damage to tools.
turer’s instructions for use, proper ventilation
and/or use of breathing apparatus.
H2-2 Front Suspensions H02013 2/01

4. Lubricate capscrew threads, capscrew head replaced. Replace all suspension mounting hardware,
seats, washer face, and nut seats with a rust if the truck was operated with the suspension mounting
preventive compound. Approved sources are: in a loose joint condition.
• AMERICAN ANTI-RUST GREASE #3-X
from Standard Oil Division of American Oil
Company.
• RUSTOLENE D grease
from Sinclair Oil Company.
• GULF NORUST #3 from Gulf Oil Company.
• RUST BAN 326 from Humble Oil Company.
• 1973 RUSTPROOF from the Texas Com-
pany.
• RUST PREVENTIVE GREASE-CODE 312
from the Southwest Grease and Oil Com-
FIGURE 2-4. INSTALLATION OF HARDENED
pany.
FLAT WASHER
NOTE: If none of the rust preventive greases listed 1. Hardened Flat Washer 2. Capscrew
above are available for field assembly, use one of the
following lubricants: NOTE: Special hardened flat washers are punched
• SAE 30 weight oil. during the manufacturing process, therefore when
used under the capscrew head they must be assem-
• 5% Molybdenum - Disulphide Grease
bled with the inside diameter radius of the hole toward
the head (punch lip away from head) to prevent dam-
age to the fillet between capscrew head and shank.
See illustration above.
High tightening force is required to load front sus-

pension mounting capscrews. Repeated tighten- 5. Attach fork truck or lifting device to suspension
ing operations will cause capscrew material to and mount suspension to the truck frame making
fatigue and break. DO NOT reuse mounting hard- certain shear bar (5, Figure 2-3) is flush with end
ware (capscrews, hardened washers, and nuts) of suspension keyway. Install fourteen capscrews
more than twice after original installation (3 total – (1, 6, 8) with hardened washers and nuts. (A
see NOTE below). Replace capscrews, washers flatwasher is used under each capscrew head
and nuts after third use. and each nut.) The four bottom holes tapped into
NOTE: The following method is suggested to control suspension housing require capscrews (6) with
the “3 - Use” maximum: hardened washers, and spacers (9) only.
Punch mark the capscrew heads with a center punch 6. The capscrews are now ready for tightening using
after each tightening as follows: the “Turn-of-the-Nut” Tightening Procedure de-
scribed on the following page.
Initial Installation. . . . . . . . . . . No (0) marks.
Second Installation . . . One (1) punch mark.
Third Installation . . . . Two (2) punch marks. NOTE: The “Turn-of-the-Nut” tightening procedure
was developed for high strength capscrews (grade 8
Suspension mounting capscrews are specially hard-
or better) in this joint application only. Do not use this
ened bolts to meet or exceed Grade 8 specifications.
tightening method for other joint types or capscrews of
Replace only with bolts of correct hardness. Refer to
lesser grade/size.
the Komatsu Parts Catalog for correct part number.
Before installation, inspect each capscrew for any
defects and number of punch marks. Replace cap-
screw and related hardware if two punch marks are
evident; do not reuse if any defect is suspected. Hard-
ware showing signs of rust, corrosion, galling or local
yielding on any seat or thread surfaces should be

“TURN-OF-THE-NUT” Tightening Procedure 1.) Mark a reference line on a corner of the
a. Tighten all fourteen capscrews (1, 6, 8, Figure hexagonal capscrew head or nut and the
2-3) to 400 ±40 ft .lbs. (542 ±5 N.m) torque. mounting surface opposite this corner as
Use a torque wrench of known calibration. shown. Then mark the position located 60°
or 120° clockwise relative to the first refer-
b. Maintain this torque on the top two corner
ence line on the mounting surface. Refer to
capscrews and the bottom outer four cap-
Figures 2-5 and 2-6.
screws (item 8, the 4 bottom capscrews with
nuts). 2.) To insure that the opposite end of the turning
member, either the capscrew head or nut
c. Loosen the 8 remaining capscrews and then
remains stationary, scribe a reference mark
tighten again using “turn-of-the-nut” tightening
for this check.
procedure as follows:
3.) Each corner of a hexagon represents 60°.
d. For the four, 6.0 in. (15 cm) long capscrews (1, The turning member, either the capscrew
Figure 2-3) at the upper mount, tighten cap- head or nut, is turned until the marked corner
screws initially to 70 ft. lbs. (95 N.m) torque; is adjacent with the marked reference line.
then advance capscrew head 60° using steps Check to make sure that the opposite end of
d-1.) through d-3.). Refer to Figure 2-5. the turning member has NOT turned during
the tightening procedure. NOTE: Do not ex-
ceed 4 RPM tightening speed. Do not ham-
mer or jerk wrench during the tightening
procedure.
e. Loosen the top two corner capscrews (1) and
the bottom outer four capscrews (8, the 4 bot-
tom capscrews with nuts).
1.) Tighten the top, two corner 6.0 in. (15 cm)
capscrews to 70 ft. lbs. (95 N.m) torque,
FIGURE 2-5. REFERENCE MARKS FOR 60 then use “turn-of-the-nut” method to ad-
DEGREE ADVANCE vance capscrew heads 60°.
(6.0 in. (15 cm) Capscrews) 2.) Tighten the bottom, outer four 14.0 in. (36
cm) capscrews to 200 ft. lbs. (271 N.m)
torque, then use “turn-of-the-nut” method to
For the four inner, 14.0 in. (36 cm) long cap- advance capscrew heads 120°.
screws (6, Figure 2-3), tighten capscrews in-
itially to 100 ft. lbs. (136 N.m) torque; then
advance capscrew head 120° using steps d-1) NOTE: If for any reason, these fasteners need to be
through d-3). Refer to Figure 2-6. checked for tightness after completing the above pro-
cedure; loosen and inspect all 14 capscrews and
repeat entire process, starting with cleaning and lubri-
cating capscrews, washers, and nuts. In addition, the
capscrew head will need to be appropriately marked
to show an additional use.
7. Charge suspension with dry nitrogen to fully ex-

tend suspension piston before installing front
wheel hub and spindle.
8. Install wheel, spindle, and tire according to in-
FIGURE 2-6. REFERENCE MARKS FOR 120 structions in Section “G”.
DEGREE ADVANCE
9. Service the suspension. For instructions refer to
(14.0 in. (36 cm) Capscrews)
HYDRAIR®II “Oiling and Charging Procedure”.
10. Install suspension boot and secure with clamp.

MINOR REPAIR ONLY (LOWER BEARING &
SEALS)
Bearing Retainer Removal

If only rod wiper, rod seals, bearing, O-ring and backup
rings are to be replaced, refer to steps below for lower
bearing retainer removal.
1. Remove lower bearing retainer capscrews and
hardened washers (20 & 21, Figure 2-6). Install
pusher bolts into tapped holes in retainer flange.
2. Tighten pusher bolts evenly and prepare to sup-
port bearing retainer as it exits the suspension
housing. Remove retainer assembly (18).
3. Remove wiper (29), rod seal (28), step seal (27),
O-ring (22), backup ring (23) and lower bearing
insert (24).
Bearing Retainer Installation

1. Install new rod seal (28), step seal (27) and rod
wiper (29).
When installing backup rings with rod seal (28)

and step seal (27), be certain radius is positioned
toward the seal and the white dot is positioned
away from the seal as shown in Figure 2-8.
FIGURE 2-7. PISTON ROD REMOVAL

2. Install new O-rings (22) and backup rings (23) in
their appropriate grooves in the lower bearing 1. Capscrew 9. Steel Ball (2 ea.)
retainer (18). Install new bearing (24). 2. Hardened Flatwasher 10. Roll Pin
3. Capscrew 11. Nut
NOTE: Backup rings must be positioned toward the 4. Hardened Flatwasher 12. Piston Stop
flange of bearing retainer as shown in Figure 2-9. 5. Upper Bearing 13. Key
Retainer 14. Upper Bearing
3. Install temporary, guide bolts to ensure bolt hole 6. Housing 15. O-Ring & Backup Ring
alignment as bearing retainer is seated. Lift lower 7. Piston 16. Cap Structure
bearing retainer (18) assembly into place and 8. Mounting Holes
carefully start into suspension housing.
4. Install capscrews and hardened washers (20 &
21). Tighten capscrews to 500 ft. lbs. (678 N.m)
torque.
5. Install wheel, tire and spindle assembly. Refer to
steps in Section “G”, “Wheel, Tire and Spindle
Installation” for installation instructions.

FIGURE 2-8. FRONT SUSPENSION
1. Housing 16. Steel Check Ball

2. Cap Structure 17. Piston
3. Capscrew 18. Lower Bearing Retainer
4. Hardened Washer 19. Plug
5. O-Ring 20. Capscrew
6. Backup Ring 21. Hardened Washer
7. Capscrew 22. O-Ring
8. Hardened Washer 23. Backup Ring
9. Charging Valve Assy. 24. Lower Bearing
10. Vent Plug 25. Key
11. Plug (Pressure Sensor Port) 26. Upper Bearing
12. Upper Bearing Retainer 27. Step Seal
13. Piston Stop 28. Rod Seal
14. Nut 29. Rod Wiper
15. Roll Pin
MAJOR SUSPENSION REBUILD
Disassembly
NOTE: Refer to your Komatsu Distributor for HY-
DRAIR®II repair information and instructions not cov-
ered in this manual.
1. With suspension held in a vertical position (end
cap up), remove capscrews (1, Figure 2-7) and
hardened washers (2). Attach hoist to end cap
structure (16) and lift end cap out of suspension
housing (6) until piston stop (12) contacts upper
bearing retainer (5). Remove capscrews (3) and
hardened washers (4). Lift cap structure and
bearing from housing.
2. Remove roll pin (10), nut (11), piston stop (12) and
key (13). Separate cap and bearing. Remove
O-rings and backup rings (15). Remove bearing
(14).
3. Rotate the suspension 180o.
NOTE: Steel balls (9) will fall free when the housing is
rotated.
4. Attach lifting device to the piston (7) and carefully
lift out of housing.
5. Remove capscrews and washers (20 & 21, Figure
2-8). Install pusher bolts and remove lower bear-
ing retainer (18).
6. Remove and discard rod seal (28) step seal (27)
and rod wiper (29). Remove and discard O-rings
(22) and backup rings (23). Remove lower bear-
ing (24).

Assembly 4. Install new backup rings and O-rings (15, Figure
2-7) in end cap grooves. Backup rings must be
NOTE: All parts must be completely dry and free of
positioned toward the flange on the end cap.
foreign material. Lubricate all interior parts with clean
HYDRAIR® suspension oil (see Oil Specification un- 5. Install new bearing (14) on upper bearing retainer
der “Oiling and Charging Procedure”). (5).
Take care not to damage the machined or plated 6. Slide upper bearing retainer assembly over cap
surfaces, O-rings or seals when installing piston structure rod (16).
assembly.
7. Install key (13) and piston stop (12) on cap struc-
ture rod. Make sure piston stop is fully seated
against the rod shoulder. Install locknut (11)
1. Install new rod seal (28, Figure 2-8), step seal
against piston stop. Tighten locknut one half turn
(27), and rod wiper (29).
further, until hole for the roll pin (10) is in align-
ment. Install roll pin.
8. Attach a lifting device to top side of end cap
assembly. Lower assembly down on piston (7).
Insert steel balls (9) in holes in piston prior to fully
When installing backup rings with rod seal (28) seating bearing on top of piston. A small amount
and step seal (27), be certain radius is positioned of petroleum jelly will prevent the balls from drop-
toward the seal and the white dot is positioned ping out during assembly.
away from the seal as shown in Figure 2-8. 9. Install upper bearing retainer (5) onto piston rod.
Secure bearing in place with NEW capscrews (3)
2. Install new O-rings (22) and backup rings (23) in and hardened washers (4). Tighten capscrews to
their appropriate grooves in the bearing retainer 500 ft. lbs. (678 N.m) torque.
(18).
NOTE: ALWAYS use new capscrews (3, Figure 2-7)
NOTE: Backup rings must be positioned toward bear- during assembly. Used capscrews will be stressed and
ing retainer bolt flange as shown in Figure 2-9. fatigued because of loads imposed on these cap-
screws during operation.
10. Apply a light coating of petroleum jelly to the seals,

wiper and bearings. With suspension housing in a
vertical position, carefully lower the piston rod and
end cap assembly into the bore of the cylinder
housing to its fully retracted position
11. Install capscrews and hardened washers (1 & 2)
and tighten to 500 ft. lbs. (678 N.m) torque.
12. Install bottom plug (19, Figure 2-8) and tighten to
13 ft. lbs. (17.5 N.m) torque.
NOTE: If suspension is to be stored, put in two pints
(1.0 l) of a rust preventive oil. This oil must be drained
when suspension is put into service.
FIGURE 2-9. BACK-UP RING PLACEMENT
1. O-Ring 3. Bearing Retainer 13. Install charging valve and new O-ring (5, Figure
2. Backup Ring 2-1). Lubricate O-rings with clean HYDRAIR® oil
3. Install lower bearing (18) into lubricated suspen- before threading into end cap. Tighten large hex
sion housing. Install capscrews and hardened of charging valve to 16.5 ft. lbs. (27.4 N.m) torque.
lockwashers (20 & 21) through bearing flange and
into tapped holes in housing. Tighten to 500 ft.

NOTES

REAR SUSPENSIONS
The HYDRAIR® II suspensions are hydro-pneumatic Removal
components containing oil and nitrogen gas. The oil an
1. Remove capscrews, washers, and metal shield
gas in the four suspensions carry the gross truck
(2, Figure 3-1) from the suspension.
weight less wheels, spindles and final drive assembly.
The rear suspension cylinders consist of two basic 2. Remove charging valve cap, (1, Figure 3-2)
components; a suspension housing attached to the loosen small hex (4) on charging valve and turn
rear axle housing, and a suspension rod attached to counterclockwise three full turns to unseat valve
the frame. seal. Connect suspension charging kit.
The HYDRAIR® II suspension cylinder requires only
normal care when handling as a unit. However, after
being disassembled these parts must be handled care-
fully to prevent damage to the machined surfaces.
Surfaces are machined to extremely close tolerances
and are precisely fitted. All parts must be completely
Make certain only the swivel nut turns. Turning the
clean during assembly.
complete charging valve assembly may result in
the valve assembly being forced out of the suspen-
sion by the gas pressure inside.
3. If necessary, charge the suspension to be re-

moved with dry nitrogen until the rod is exposed
approximately 5.0 in. (127 mm).
4. Place stands or cribbing under the truck frame at
each hoist cylinder mount.
FIGURE 3-2. CHARGING VALVE

1. Valve Cap 6. Valve Body
2. Seal 7. O-ring
3. Valve Core 8. Valve Stem
FIGURE 3-1. REAR SUSPENSION INSTALLATION 4. Swivel Nut 9. O-ring
1. Mounting Pins 3. Suspension Cylinder 5. Rubber Washer
2. Piston Rod Shield
H03013 Rear Suspensions H3-1

5. Open valve on suspension charging kit to release
nitrogen from the suspension. Disconnect charg-
ing kit.
6. Disconnect lubrication lines. Disconnect pressure
sensor cable.
7. Position a fork lift under the suspension housing,
above the lower mounting pin. Secure suspen-
sion to fork lift.
The rear HYDRAIR®II suspension weighs approxi-

mately 2,400 pounds (1088 kg.). Be certain the
capacity of the lifting device used is sufficient for
lifting this load.
NOTE: The mounting arrangement for the top and FIGURE 3-3. SUSPENSION MOUNTING PIN
bottom pins is identical. (Typical, Top and Bottom)
8. Remove pin retainer locknuts (3, Figure 3-3) and
1. Pin 6. Bearing
capscrews (2) at upper and lower pins (1).
2. Retainer Capscrew 7. Capscrew
9. Install a puller and pull the lower mounting pin from 3. Locknut 8. Washer
the bore in the rear axle housing. Remove both 4. Bearing Spacer 9. Sleeve
spacers (4). 5. Retainer Ring
10. With the fork lift positioned under the suspension,
install a puller and remove upper mounting pin
from the bore in the truck frame. Remove pin and
spacers.
11. Clean the exterior of the suspension thoroughly
and move to a clean work area for disassembly.
H3-2 Rear Suspensions H03013

Installation
1. Inspect mounting bore sleeves (9, Figure 3-3) and 6. Install capscrew (2, Figure 3-3) and locknut (3).
bearing spacers for damage or wear. Check fit of Tighten to 343 ft. lbs. (465 N.m) torque.
pins in bores prior to installing suspension.
7. Lower the suspension housing until the lower
2. Secure suspension to fork lift and raise into posi- mount bearing aligns with the bore in the rear axle
tion. (Suspension assembly should be retracted housing and repeat the above procedure to install
as far as possible prior to installation.) the bottom pin. The parts in the top and bottom
joint are identical.
3. Position top suspension eye with its spherical
bearing, between the ears on the frame as shown 8. Install the nitrogen charging kit and add nitrogen
in Figure 3-3. Be certain the upper and lower to raise frame off stands or cribbing, or use a lifting
mounting eyes are aligned and the vent plugs are device if available.
positioned to the rear.
9. Connect lubrication lines. Connect pressure sen-
4. Lubricate the pin (1), align the retaining capscrew sor.
hole with the hole in the mounting bore and drive
10. Service the suspension. For instructions, refer to
in far enough to hold pin in position.
HYDRAIR® II “Oiling and Charging Procedure”,
5. Insert the spacer (4) and continue to drive the pin this section.
in through the spherical bearing. Insert the re-
11. Install piston rod shield (2, Figure 3-1) with the
maining spacer and continue to drive the pin in
capscrews, flat washers, and lockwashers.
until the retaining capscrew hole is aligned with
the hole in the pin.

Disassembly NOTE: If other repairs are necessary, refer to your
local Komatsu Distributor for repair information and
NOTE: The suspension should be placed in a fixture
instructions not covered in this manual.
which will allow it to be rotated 180° vertically.
1. Depress charging valve stem to insure all nitrogen
gas pressure has been released prior to removing Assembly
charging valve. Wear face mask or goggles while
Assembly must be accomplished in a clean, dust free
relieving nitrogen gas.
work area. All parts must be completely clean, dry and
2. Remove charging valve cover. Remove charging free of rust or scale. Lubricate all interior parts and
valve (12, Figure 3-4). Remove and discard bores with fresh suspension oil. (See Oil Specifications
charging valve O-ring. Remove vent plug (14). under “Oiling and Charging Procedure”, this section).
3. Place the suspension in a vertical position (piston 1. Install the spherical bearing (6, Figure 3-3) in the
rod down). Suspension will contain oil which will eye of the piston rod and of the cylinder housing.
drain through the vent port. Remove piston pro-
2. Place the ring retainers (5) in position to secure
tection shields (8), if installed.
the bearings.
4. Rotate the suspension 180°. Remove socket head
3. Install the piston rod vent plug (7, Figure 3-4).
capscrews (18) and pull suspension piston as-
sembly (5) from housing (1). The housing bearing 4. Install the wiper seal (15), rod seal (16), and step
(21) will be removed with the piston assembly. seal (17). When installing backup rings with
rod seal (16) and step seal (17), be certain
5. Remove capscrew and hardened washers (2 &
radius is positioned toward the seal and the
3). Remove piston bearing (4) from piston rod.
white dot is positioned away from the seal as
Remove ball checks (22) from piston. Slide the
shown in Figure 3-4.
housing bearing (21) off of the piston.
5. Install O-ring (20) and backup ring (19) on the
6. Remove and discard wiper seal (15), rod seal (16),
bearing (21). Backup rings must be positioned
step seal (17), O-ring (20), and backup ring (19)
toward the flange of the bearing.
from housing bearing.
6. Slide the bearing (21) onto the lubricated piston
7. Remove vent plug (7).
rod (5).
8. If the spherical bearings (6, Figure 3-3) require
7. Place the ball checks (22) in the piston and install
replacement, remove the retainer rings (5). Press
the piston rod bearing (4) with the capscrews and
bearing out of bore.
hardened washers (2 & 3). Tighten the capscrews
to standard torque.
Cleaning and Inspection
8. With the lubricated housing (1) held in a vertical
1. Clean all parts thoroughly in fresh cleaning sol-
position, slide the piston assembly part way into
vent. Use a solvent that does not leave a film after
the housing. Slide the loose housing bearing
evaporation, such as Trichlorethylene, Acetone
down onto the housing and fasten with socket
or Laquer Thinner.
head capscrews (18). Tighten the capscrews to
standard torque. Use care during piston installa-
tion to prevent damage to machined and chrome
surfaces.
9. Install vent plugs (11 & 14). Install shield (8).
When using cleaning agents follow the solvent
NOTE: If suspension is to be stored, put in two pints
manufacturer’s instructions.
(1.0 l) of a rust preventive oil. This oil must be drained
2. Dry all parts completely using only dry, filtered when suspension is put into service.
compressed air and lint free wiping materials.
3. Inspect all parts for evidence of wear or damage. 10. Using new O-ring, install charging valve. Tighten
Inspect plated surfaces for scratches, nicks or large hex of charging valve to 16.5 ft.lbs. (22.4
other defects. Replace or repair any damaged N.m) torque.
parts.

FIGURE 3-4.
REAR SUSPENSION
ASSEMBLY
1. Housing
2. Capscrews
3. Hardened
Flatwashers
4. Piston Bearing
5. Piston Rod
6. Bleeder Screw
7. Vent Plug
8. Shield
9. Capscrew
10. Washers
11. Vent Plug
12. Charging Valve
13. Plug (Sensor)
14. Vent Plug
15. Wiper Seal
16. Rod Seal
17. Step Seal
18. Socket Head
Capscrew
19. Backup Ring (See
note)
20. O-Ring
21. Housing Bearing
22. Ball Check

NOTES

OILING AND CHARGING PROCEDURE
GENERAL EQUIPMENT LIST
These procedures cove the Oiling and Charging of
HYDRAIR® Charging Kit
HYDRAIR®II suspensions on Komatsu Trucks.
Jacks and/or Overhead Crane
Suspensions which have been properly charged will Support Blocks (Front and Rear) for:
provide improved handling and ride characteristics • Oiling Height Dimensions
while also extending the fatigue life of the truck frame • Nitrogen Charging Height Dimensions
and improving tire wear. HYDRAIR® Oil (See Specifications Chart)
NOTE: Inflation pressures and exposed piston lengths Dry Nitrogen (See Specifications Chart)
are calculated for a normal truck gross vehicle weight
(GVW). Additions to truck weight by adding body lin- HYDRAIR® CHARGING KIT
ers, tailgates, water tanks, etc. should be considered
part of the payload. Keeping the truck GVW within the Assemble service kit as shown in Figure 4-1 and attach
specification shown on the Grade/Speed chart in the to container of pure dry nitrogen (8).
operator cab will extend the service life of the truck
main frame and allow the HYDRAIR®II suspensions to Installation of Charging Kit
produce a comfortable ride. 1. Remove protective covers and charging valve
caps from suspensions to be charged.
2. Turn “T” handles (1, Figure 4-1) of adapters (2)
completely counterclockwise.
All HYDRAIR®II suspensions are charged with
compressed nitrogen gas with sufficient pressure
to cause injury or damage if improperly handled.
Follow all safety instructions, cautions, and warn-
ings provided in the following procedures to pre-
vent any accidents during Oiling and Charging.
Proper charging of HYDRAIR®II suspensions requires

that three (3) basic conditions be established in the
following order:
1. Oil level must be correct.
2. Suspension piston rod extension for nitrogen
charging must be correct and this dimension be
maintained during nitrogen charging.
3. Nitrogen charge pressure must be correct.
For best results, HYDRAIR® II suspensions should be
charged in pairs (fronts together and rears together). FIGURE 4-1. HYDRAIR® CHARGING KIT
If rears are to be charged, the fronts should be charged
NOTE: Arrangement of parts may vary from illustration
first.
above, depending on Charging Kit P/N.
1. “T” Handle Valve

NOTE: Set up dimensions specified in the charts must 2. Charging Valve Adapter
be maintained during oiling and charging procedures. 3. Manifold Outlet Valves (from gauge)
However, after the truck has been operated, these 4. Inlet Valve (from regulator)
dimensions may vary. 5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas (Specifications Figure 4-5)
H04005 9/99 Oiling and Charging Procedures H4-1

730E, 830E, and 930E
3. Be certain outlet valves (3) and inlet valve (4) are FRONT SUSPENSION
closed (turned completely clockwise).
1. Park unloaded truck on a hard level surface. Block
4. Turn swivel nut (small hex) on charging valve 3 wheels, apply parking brake.
full turns counterclockwise to unseat valve.
2. Thoroughly clean area around charging valve on
5. Attach charging valve adapters (2) to each sus- the suspensions. Remove protective covers from
pension charging valve stem. charging valves.
6. Turn “T” handles (1) clockwise (this will depress
core of charging valve and open gas chamber of
suspension).
7. Open both outlet valves (3).
All HYDRAIR®II suspensions are charged with
By selective opening and closing of outlet valves (3), compressed nitrogen gas with sufficient pressure
and inlet valve (4), suspensions may be charged sepa- to cause injury or damage if improperly handled.
rately or together. Follow all the safety notes, cautions and warnings
in these procedures to prevent accidents during
servicing and charging.
Removal of Charging Kit
1. Close both outlet valves (3).
Front Suspension Oiling
2. Turn “T” handles (1) counterclockwise to release
charging valve cores.
3. Remove charging valve adapters (2) from charg-
ing valves.
When blocks are in place on a suspension, they
4. Tighten swivel nut (small hex) on charging valve.
must be secured with a strap or other means to
5. Install charging valve caps and protective covers insure the blocks stay in place while being used.
on both suspensions. An unsecured block could fly loose as weight is
applied, presenting the possibility of serious in-
jury to nearby personnel and/or damage to the
SUPPORT BLOCKS FOR OILING AND equipment. Overhead clearance may be reduced
CHARGING DIMENSIONS rapidly and suddenly when nitrogen pressure is
Prior to starting oiling and charging procedures, sup- released!
ports should be fabricated which will maintain the
correct exposed piston rod extensions. 1. Position and secure oiling height dimension
Exposed piston rod extensions are specified for both blocks in place (Figure 4-2). When nitrogen pres-
oil level and nitrogen charging for HYDRAIR®II sus- sure is released, suspensions will lower to rest on
pensions. These dimensions are listed in the Tables the blocks. Take care that blocks do not mar or
below Figures 4-2 and 4-4. Measure dimensions from scratch plated surface of the piston nor damage
face of cylinder gland to machined surface on spindle the wiper seals in the lower bearing retainer.
on front suspension. Measure from face of cylinder Support blocks must seat on the spindle and the
gland to piston flange on rear suspension. Do NOT cylinder housing. Place 2 blocks (180° apart) on
include capscrew heads in measurements. each side of suspension to provide stability.
Support blocks may be made in various forms. Mild

steel materials are recommended. Square stock or
pipe segments [1 in. (25 mm) minimum] may be used.
Blocks must be capable of supporting the weight of the
truck during oiling and charging procedures while Wear a face mask or goggles while relieving nitro-
avoiding contact with plated surfaces and seals on the gen pressure.
suspension. Refer to Figure 4-2 for front suspension
support block placement and Figure 4-4 for rear sup-
port block placement.
H4-2 Oiling and Charging Procedures H04005 9/99

730E, 830E, and 930E
2. Remove charging valve cap. Turn the charging 4. Fill the suspension with clean HYDRAIR® oil until
valve swivel nut (4, Figure 4-3) counterclockwise the cylinder is full to top of fill plug bore. Drip pans
three full turns to unseat valve. DO NOT TURN should be used and all spillage cleaned from
LARGE HEX (6). The valve body must not be outside of suspension. Allow suspension to stand
loosened until ALL nitrogen pressure has been for at least 15 minutes to clear any trapped nitro-
vented from the suspension. gen and/or bubbles from the oil. Add more sus-
pension oil if necessary. Replace fill plug using a
3. Depress the charging valve core to release nitro-
new O-ring.
gen pressure from the suspension. When all ni-
trogen has been vented to atmosphere, the
Front Suspension Nitrogen Charging
suspension should have collapsed slowly and be
seated solidly on the support blocks. Remove top
fill plug next to charging valve (Figure 4-2).
Lifting equipment (crane or hydraulic jacks) must

be of sufficient capacity to lift the truck weight. Be
certain that all personnel are clear of lift area be-
fore lift is started.
1. With nitrogen charging blocks at hand (Figure
4-2), use crane or jacks to raise the truck to
provide clearance for the blocks.
2. Remove oiling blocks and install nitrogen charg-
ing blocks. Secure blocks so they will not fly free.
Lower truck frame until the blocks are firmly and
squarely seated between the spindle and the
cylinder housing.
NOTE: Use caution to prevent damage to plated cyl-
inder surfaces and oil seals.
FIGURE 4-2. FRONT SUSPENSION
FRONT SUSPENSION DIMENSIONS (EMPTY)

TRUCK OILING CHARGING CHARGING
MODEL HEIGHT HEIGHT PRESSURE
& OPTIONS in. (mm) in. (mm) psi (kPa)
730E* 1.5 (38.1) 9.0 (229) 400 (2758)
830E* 1.0 (25.4) 9.0 (229) 390 (2689)
830E** 1.0 (25.4) 9.0 (229) 410 (2827)
930E* 1.0 (25.4) 9.0 (229) 440 (3034)
930E-2* 1.0 (25.4) 9.0 (229) 425 (2930)
* with Standard Rock Body
2. Seal 7. O-Ring
** with Combination Body /Tailgate
3. Valve Core 8. Valve Stem
Note: If truck starts to lift off blocks before charging
4. Swivel Nut 9. O-ring
pressure is attained, STOP CHARGING.
5. Rubber Washer

730E, 830E, and 930E
3. If removed, install charging valve with new O- REAR SUSPENSION
ring(9, Figure 4-3). Lubricate O-ring with clean
HYDRAIR®oil.
1. Park unloaded truck on a hard, level surface.
4. Tighten valve body (large hex, 6) to 16.5 ft. lbs. Apply parking brake.
(22.4 N.m) torque. The valve swivel nut (small
hex, 4) must be unseated counterclockwise three 2. Thoroughly clean area around charging valve on
full turns. suspensions. Remove protective covers from
charging valves and metal covers from the sus-
pension piston.
NOTE: If suspensions are collapsed, it will be neces-
sary to raise the truck frame with a crane or jacks to
Dry nitrogen is the only gas approved for use in install oiling dimension blocks. Insure lifting apparatus
HYDRAIR®II suspensions. Charging of these capacity is adequate to hold truck weight.
components with oxygen or other gases may re-
sult in an explosion which could cause fatalities,
serious injuries and/or major property damage.
Use only nitrogen gas meeting the specifications
shown in chart (Figure 4-5). When the blocks are in place on a suspension, they
must be secured in place with a strap or other
5. Install HYDRAIR® Charging Kit and bottle of pure means to insure the blocks staying in place while
dry nitrogen. Charge the suspension with nitro- being used. An unsecured block could fly loose as
gen gas to the pressure shown in Figure 4-2. DO weight is applied, presenting the possibility of
NOT use an overcharge of nitrogen to lift the serious injury and/or damage.
suspension off the blocks.
6. Shut off gas and remove charging kit components. Rear Suspension Oiling
7. If charging valve is being reused, tighten swivel 1. If suspensions are extended, position and secure
nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m) torque. oiling height dimension blocks (supports) in place
8. If a new charging valve is being used, tighten (See Figure 4-4) so the blocks are seated be-
swivel nut to 10.5 ft. lbs. (14.2 N.m) torque, then tween the piston flange and the cylinder housing.
loosen and retighten swivel nut to 10.5 ft. lbs. Take care that blocks do not mar or scratch plated
(14.2 N.m) torque. Again loosen swivel nut and surface of the piston nor damage the wiper seals
retighten to 4 ft. lbs. (5.4 N.m) torque. Replace in the cylinder barrel.
valve cap (1) and tighten to 2.5 ft. lbs. (3.3 N.m)
torque (finger tight).
9. Replace protective guard over charging valve.
10. Raise truck frame with crane or jacks to release Make certain all personnel are clear and support
the nitrogen charging dimension blocks and re- blocks are secure before relieving nitrogen pres-
move these blocks. sure from the suspension. Use a face mask or
goggles when venting nitrogen.
The front HYDRAIR® suspensions are now ready for
operation. Visually check extension with truck both 2. Remove charging valve cap. Turn the charging
empty and loaded. Record extension dimensions. valve swivel nut (small hex) counterclockwise
Maximum downward travel is indicated by the dirt ring three full turns to unseat valve seal. DO NOT
at the base of the piston. Operator comments on TURN LARGE HEX. The charging valve body
steering response and suspension rebound should has a bleeder groove in its mounting threads but
also be noted. for safety of all personnel the valve body MUST
NOT be loosened until ALL nitrogen pressure has
been vented from the suspension.
!WARNING! Wear a face mask or goggles
while venting nitrogen pressure.

730E, 830E, and 930E
3. Depress the charging valve core to release nitro- Rear Suspension Nitrogen Charging
gen pressure from the suspension. When nitro-
gen pressure has been vented to atmosphere,
loosen and remove the charging valve. The sus-
pension should have collapsed slowly as gas
pressure was released. Truck weight is now sup- Lifting equipment (overhead or mobile cranes, or
ported by the support blocks. hydraulic jacks) must be of sufficient capacity to
4. Use a plastic tube to help bleed off trapped air lift the truck weight. Be certain that all personnel
inside the piston. Remove vent plugs and the are clear of lift area before lift is started.
bleeder screw. Service the suspension with clean
HYDRAIR® Oil until clean oil comes out of the port 1. With nitrogen charging support blocks at hand
where the bleeder screw and plug were removed (see Figure 4-4), proceed as follows:
from the side of the housing. Drip pans should be
a. With overhead crane or jacks raise the truck
used and all spillage cleaned from outside of
frame to provide clearance for blocks.
suspension. Allow suspension to stand for at least
15 minutes to clear any trapped nitrogen and/or b. Install nitrogen charging dimension blocks; se-
air bubbles from the oil. Add oil if necessary. cure blocks so they will not fly free.
Loosely install charging valve. c. Lower truck frame until the blocks are firmly and
squarely seated between the piston flange and
cylinder housing.
NOTE: Prevent damage to plated surface, oil seals

and capscrew heads.
Dry nitrogen is the only gas approved for use in

HYDRAIR® II suspensions and accumulators.
Charging of these components with oxygen or
other gases may result in an explosion which
could cause fatalities, serious injuries and/or ma-
jor property damage.
Use only nitrogen gas meeting the specifications
on the “Nitrogen Specifications Chart”.
FIGURE 4-4. REAR SUSPENSION 2. Install charging valve, with a new lubricated seal-
ing O-ring (9, Figure 4-2) (use fresh HYDRAIR®
REAR SUSPENSION DIMENSIONS (EMPTY) oil). Tighten valve body (large hex) (6) to 16.5 ft.
TRUCK OILING CHARGING CHARGING lbs. (22.4 N.m) torque. The valve swivel nut (4)
MODEL HEIGHT HEIGHT PRESSURE (small hex) must be unseated (counterclockwise)
& OPTIONS in. (mm) in. (mm) psi (kPa)
about three full turns.
730E* 1.0 (25.4) 9.0 (229) 280 (1931)
3. Install HYDRAIR® Charging Kit and bottle of pure
830E* 1.0 (25.4) 9.5 (241) 250 (1724)
dry nitrogen. Following previous instructions,
830E** 1.0 (25.4) 9.5 (241) 315 (2172) charge the suspensions with nitrogen gas to the
930E*, E-2* 1.0 (25.4) 7.5 (190) 215 (1482) pressure shown in Figure 4-4 for the truck being
* with Standard Rock Body serviced. DO NOT use an overcharge of nitrogen
** with Combination Body /Tailgate gas to lift the suspension off the blocks.
Note: If truck starts to lift off blocks before charging
4. Shut off gas pressure and remove charging kit
pressure is attained, STOP CHARGING.
components.

730E, 830E, and 930E
5. Turn charging valve swivel nut clockwise to 6. Raise truck frame with crane or jacks to release
tighten. the nitrogen charging dimension blocks and re-
a. If the charging valve is being reused, tighten move blocks. Lower frame and remove lifting
swivel nut (small hex) to 4 ft. lbs. (5.4 N.m) equipment.
torque. 7. Replace protective guard over charging valve and
b. If a new charging valve was installed: replace the metal covers over the piston rod.
1). Tighten swivel nut to 10.5 ft. lbs. (14.2 N.m) 8. The rear HYDRAIR® suspensions are now ready
torque and then loosen. for operation. Visually check piston extension
2). Retighten swivel nut to 10.5 ft. lbs. (14.2 both with truck loaded and empty. Record exten-
N.m) torque and then loosen. sion dimensions. Maximum downward travel is
3). Retighten swivel nut to 4 ft. lbs. (5.4 N.m) indicated by the dirt ring at the base of the piston.
torque. Operator comments on steering response and
4). Replace valve cap and tighten to 2.5 ft. lbs. suspension rebound should also be noted.
(3.3 N.m) torque (finger tight).
OIL AND NITROGEN SPECIFICATIONS CHARTS

HYDRAIR® II OIL SPECIFICATIONS
Ambient Temperature Range Part No. Approved Sources
Mobil 424 Sunfleet TH Universal Tractor Fluid
Mobil D.T.E. 15 Chevron Tractor Hydraulic Fluid
-30°F & above (-34.5°C & VJ3911 Texaco TDH Oil Conoco Power Tran III Fluid
above) AMOCO ULTIMATE Petro Canada Duratran Fluid
Motor Oil 5W–30 Shell Canada Donax TDL
Emery 2811, SG-CD, Petro Canada Super Arctic
-55°F & above (-48.5°C & VJ5925 5W–30 Motor Oil, 0W–30
above) Mobil Delvac I, 5W–30 Conoco High Performance
Synthetic Motor Oil, 5W–30
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.
NITROGEN GAS (N2) SPECIFICATIONS
Nitrogen gas used in HYDRAIR® II Property Value
Suspension Cylinders must meet or Nitrogen 99.9% Minimum
exceed CGA specification G–10.1 for Water 32 PPM Maximum
Type 1, Grade F Nitrogen Gas Dew Point -68°F (-55°C) Maximum
Oxygen 0.1% Maximum
FIGURE 4-5. SPECIFICATIONS CHART

730E, 830E, and 930E
SECTION J
BRAKE SYSTEM
INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2
Service Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
Secondary Braking and Automatic Apply . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Parking Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Brake Lock Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
Warning Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
Brake Valve Cut-Away . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3
Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6
Differential Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Valve Bench Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . J3-11
Installation of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . J3-13
Installation of Retard Pedal to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . J3-13
Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Differential Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
Valve Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . J3-21
Hydraulic Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Brake Accumulator Bleeddown Procedure . . . . . . . . . . . . . . . . . . . . . . . J3-22
Accumulators (Hydraulic Components Cabinet) . . . . . . . . . . . . . . . . . . . . J3-22
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Accumulators (Frame Mounted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
Accumulator Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Retarder Control Lever (Steering Column-mounted) . . . . . . . . . . . . . . . . . . . . J3-30
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-30
Disassembly and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31
Potentiometer Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31
J01027 03/01 Index J1-1

BRAKE CIRCUIT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4
Equipment Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
Initial System Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4
Brake System Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
Failure Modes Check-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . J4-8
HYDRAULIC BRAKE SYSTEM CHECK-OUT PROCEDURE DATA SHEET . . . . . . . . . . . J4-13
WET DISC BRAKE ASSEMBLY (Front and Rear) . . . . . . . . . . . . . . . . . . . . . . . . . . J5

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2
Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2
Brake Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-8
Seal Gap Adjustment (Rear Brake Assembly) . . . . . . . . . . . . . . . . . . . . . . J510
Floating Ring Seal Assembly/Installation . . . . . . . . . . . . . . . . . . . . . . . . J5-11
Wet Disc Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-14
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Parking Brake Bleeding Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
J1-2 Index J01027 03/01

BRAKE CIRCUIT
The Komatsu truck is equipped with an all-hydraulic cabinet (Figure 2-1) behind the cab. The hydraulic
actuated wet disc service brake system. The brake components cabinet is easily accessible for brake sys-
system utilizes Type C-4 hydraulic oil provided by the tem diagnostic and service work.
brake/steering pump from the main hydraulic tank for
The dual relay valve for the rear brakes is located in the
brake application. Brake disc cooling during truck op-
rear axle housing. Two additional accumulators are
eration is provided by the hoist circuit pump through
mounted on the frame rail, behind the right front tire.
the hoist valve. A disc type parking brake, located in
the rear axle housing, is attached to each wheel motor. The brake manifold contains dual circuit isolation
The fundamental function of the brake system is to check valves, accumulator bleed down valves, and
provide an operator the control he needs to stop the valves for brake lock, park brake and automatic apply
truck in either a slow modulating fashion or in as short functions. All of these components are screw-in car-
a distance as reasonably possible. tridge type valves.
Outlined below are the functions that Komatsu feels are In the Komatsu truck, there are two independent
necessary for safe truck operation: means of brake actuation by the operator; the service
brake pedal and brake lock switch. Additionally, the
brakes will apply automatically if the brake system
• Warn the operator as soon as practical of a seri- supply drops below a predetermined pressure.
ous or potentially serious loss of brake pressure
so proper action can be taken to stop the truck
before the secondary system is exhausted of
power. SERVICE BRAKE CIRCUIT
• Provide secondary brake circuits such that any This portion of the system provides the operator the
single failure leaves the truck with sufficient stop- precise control he needs to modulate (feather) brake
ping power. pressure to slowly stop the truck or develop full brake
effort to stop as quickly as possible. The heart of this
• Automatically apply service brakes if low pres- circuit is the treadle operated, dual circuit brake valve.
sure warnings are ignored and pressures con- This valve enables the operator to control the relatively
tinue to decrease. high pressure energy within the brake accumulators
• Wheel brake lock to relieve the operator from directed to the brakes. There are two valves in the dual
holding the brake pedal while at the dump or brake valve. One supplies pressure to a dual relay valve
shovel. to provide apply pressure for the brakes on the front
axle. The other supplies pressure to a dual relay valve
• Spring applied park brake for holding, not stop- to provide apply pressure for the brakes on the rear
ping, the truck during periods other than loading axle.
or dumping.
As the brake pedal is depressed, each valve within the
• Brake system that is easy to diagnose and per- dual circuit brake valve simultaneously delivers fluid
form necessary service. from its respective accumulators to the dual relay
valves which deliver fluid to the wheel brakes at a
pressure proportional to both pedal position and force.
The following brake circuit description should be used The further the pedal is depressed, the higher the brake
in conjunction with the hydraulic brake system sche- force, giving a very positive feel of control.
matic, refer to Section “R”.
Brake accumulators have two functions; storing en-
The brake system consists of several major valve com- ergy for reserve braking in the event of a failure and,
ponents; the foot operated dual circuit treadle valve, provide rapid oil flow for good brake response.
hydraulically operated dual relay valves, and the brake
manifold. The dual circuit treadle valve is the only Depression of the brake pedal also actuates the stop
component located in the operator’s cab. The remain- light pressure switch, which in turn actuates stop and
der of the system, including the dual relay valve for the service brake indicator lights and propulsion interlock.
front brakes, brake manifold, two accumulators, and
electrical components, are located in a weatherproof
J02021 3/01 Brake Circuit J2-1

FIGURE 2-1. HYDRAULIC COMPONENTS CABINET
1. Rear Brake Accumulator 11. Brake Lock Shuttle Valve 20. Low Brake Pressure Switch
2. Charging Valve 12. Brake Manifold 21. Park Brake Pressure Switch
3. Front Brake Accumulator 13. Pressure Reducing Valve (PR) 22. Stop Light Pressure Switch
4. Charging Valve 14. Brake Lock Solenoid (SV1) 23. Brake Lock Degradation Switch
5. Relief Valve (Hoist-Power Down) 15. Park Brake Solenoid (SV2) 24. Rear Brake Pressure Test Port (BR)
6. Hoist Pilot Valve 16. Front Brake Accum. Bleed Valve 25. Front Brake Pressure Test Port (BF)
7. Dual Relay Valve 17. Automatic Apply Valve 26. Manifold
8. Differential Pressure Sw. 18. Low Accum. Test Port (LAP1) 27. Brake Warning Delay Timer
9. Hoist-Up Limit Solenoid 19. Rear Brake Accum. Bleed Valve 28. Brake Warning Relay
10. Check Valve (Hoist Circuit)
J2-2 Brake Circuit J02021 3/01

SECONDARY BRAKING AND
AUTOMATIC APPLY
Normal Operation (key switch on, engine running)
A fundamental function of the secondary brake system
is to provide reserve braking in the event of any single Parking brake switch “ON”
failure. For this reason, the system is divided into The parking brake solenoid (15, Figure 2-1) is
multiple circuits, each with its own isolation check de-energized. The oil pressure in the parking
valve, two accumulators, and circuit regulator. The brake lines return to tank and the springs in the
secondary system becomes whatever circuit(s) is op- parking brake will apply the brake. The parking
erable after a failure. If the failure is a jammed treadle brake pressure switch (21) will close, completing
valve, then the brake lock becomes the secondary a path to ground, and illuminating the parking
system, otherwise, either of the two brake circuits brake light on the overhead display panel.
would be the secondary system. Parking brake switch “OFF”
The four brake accumulators perform two functions; to The parking brake solenoid is energized. The oil
provide rapid flow for good response and to store flow is routed from the park brake solenoid, to the
energy for secondary braking. The check valves assure park brake calipers for release. The parking brake
this energy is retained should a failure occur in the circuit is protected against accidental application
brake system supply or an accumulator circuit. An by monitoring a wheel motor speed sensor to
additional check valve located between the supply line determine truck ground speed. The park brake
from the brake/steering pump and the brake manifold, will not apply until the truck is virtually stopped.
provides additional protection against pressure loss if This eliminates park brake damage and will ex-
the oil supply is interrupted. tend brake adjustment intervals.
If a failure occurs in the pump, steering or either brake If the key switch is turned “OFF” (park brake
accumulator circuit, a low brake pressure warning light switch “ON” or “OFF”), the park brake will not
(on the overhead display panel in the cab) and an apply until vehicle speed is less than 1/3 MPH (0.5
audible alarm will actuate and the vehicle should be km/h).
stopped as soon as practical. When the pressure in one If a loss of hydraulic supply pressure occurs, with
accumulator circuit is less than the preset level, all the the parking brake switch “OFF”, the parking
service brakes will be automatically applied. Automatic brake solenoid will still be energized. The supply
brake application is accomplished by the “Automatic circuit (that lost pressure) is still open to the
Apply Valve” (PS), located in the brake manifold. This parking brake calipers. To prevent park brake
valve senses the lower brake accumulator pressure, pressure oil from returning to the supply circuit,
and when the pressure is less than 1650 psi (11.4 MPa), a check valve (in the park brake circuit) traps the
the valve shifts, operating the brake treadle valve hy- oil, holding the parking brake in the released
draulically which in turn applies pressure to the dual position.
relay valves and applying all the brakes.
NOTE: Normal internal leakage in the parking brake
Regardless of the nature of location of a failure, sensing solenoid may allow leakage of the trapped oil to return
the lowest brake accumulator circuit pressure assures back to tank, and eventually allow park brake applica-
two to four full brake applications after the low brake tion.
warning light and buzzer, and before automatic apply.
This allows the operator the opportunity to safely stop
the truck after the warning has turned on. If 24 volt power to the solenoid is interrupted, the
park brake will apply at any vehicle speed. The
PARKING BRAKE CIRCUIT spring in the solenoid will cause it to shift, opening
a path for the oil pressure in the park brake line
The parking brakes are spring applied and hydrauli- to return to tank and the springs in the parking
cally released. brake will apply the brake. The parking brake
NOTE: Whenever the park brake solenoid is de-ener- pressure switch (21) will close, completing a path
gized, a spring in the solenoid valve will shift the spool, to ground, illuminating the parking brake light on
diverting oil pressure from the parking brakes to direct the overhead display panel and interrupting pro-
the oil back to the hydraulic tank. pulsion.

BRAKE LOCK CIRCUIT
By turning on the dash mounted toggle switch, a sole-
The primary function of the brake lock is to provide a noid valve (14, Figure 2-1) and pressure reducing valve
means for the operator to hold the vehicle while at the (13) will apply unmodulated pressure oil at 2000 psi
shovel or dump. The brake lock only applies the rear (13.8 MPa) to fully actuate the rear brakes. A shuttle
service brakes. It may also provide a second means to valve (11) in the rear brake line provides the inde-
stop the truck in the event the primary means (brake pendence from the brake treadle valve for brake appli-
valve) malfunctions. cation.
WARNING CIRCUIT • Brake Lock Degradation Switch (23)

Located on the junction block (26) in the hydraulic
The brake warning circuit is equipped with a low brake components cabinet. When the brake lock switch
pressure warning light (on the overhead display panel) is turned on, the brake lock solenoid (14) and
and an audible alarm (in the cab) to alert the operator brake warning relay are energized. The brake
of low brake pressures. Several electrical sensors, a warning relay switches the electrical connection
relay and delay timer are used to detect brake system from the differential pressure switch to the brake
problems. (See Figure 2-1 for the following component lock degradation switch (23). If the brake lock
references.) apply pressure is less than 1000 psi (6.9 MPa), a
• Pressure sensor, system supply pressure path to ground will be completed and the low
Located on the pump pressure sensing manifold. brake pressure light and buzzer will turn on.
When system supply pressure drops below 2300 • Brake Warning Relay (28)
psi (15.8 MPa), the low steering pressure light, low Located on the RH wall of the hydraulic compo-
brake pressure light and buzzer will turn on. nents cabinet. When the brake lock switch is
• Pressure sensor, low brake pressure (20) turned on, the brake warning relay is energized
Located on the brake manifold. When the accu- and switches the electrical connection from any
mulator with the lower pressure falls below 1850 of the differential pressure switches to the low
psi (12.7 MPa), the low brake pressure light and brake lock degradation switch. When the brake
buzzer will turn on. lock switch is turned off, the relay is de-energized
and switches the connection from the brake lock
• Differential pressure switches (8) degradation switch to the differential pressure
Located on the dual controller valve (foot treadle) switches.
and on each dual relay valve. During brake appli-
cation, if the difference in brake apply pressure • Brake Warning Delay Timer (27)
between the front and rear circuits is greater than Located on the RH wall of the hydraulic compo-
a preset level, the differential pressure switch lo- nents cabinet. The delay timer is connected in
cated on the dual controller valve will turn on the series between the low brake pressure light/buzz-
low brake pressure light and buzzer. er and the brake warning relay. If any of the
If the difference in brake apply pressure between differential pressure switches or the brake lock
the left and right circuits of the front or rear wheel degradation switch completes a path to ground,
brakes is greater than a preset level, the differen- the delay timer will not complete the circuit for 1.2
tial pressure switch located on the dual relay valve seconds. This will allow sufficient time for the
at either the front or rear wheels will turn on the hydraulic brakes to reach the proper pressures
low brake pressure light and buzzer. after actuation to avoid false warnings.
The pressure differential switches complete a
path to ground in order to turn on the low brake
pressure light and buzzer. The differential pres-
sure switches provide detection of faults such as
a brake line rupture, poor brake valve tracking,
line blockage, excessive brake displacement or
air trapped in the system.

FIGURE 2-2. BRAKE VALVE
(FULL CUT-AWAY)
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

For reference to the brake lines that connect to the rear
axle housing, refere to Figure 2-3.
NOTE: If hoses (4, Figure 2-3) and (10) are switched,
the rear brakes will be slow to apply and slow to
release.
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. Axle Housing
6. Wheel Motor
7. RBR - Right Brake Cooling Return Line
8. RBP - Right Brake Pressure Test Port
9. LBP - Left Brake Pressure Test Port
10. PX - Pilot Inlet/Brake Apply Line
11. PB - Parking Brake

BRAKE CIRCUIT COMPONENT SERVICE
BRAKE VALVE
The brake pedal assembly combines the dynamic
retarding control with service brake control functions.
As the pedal is depressed, the first portion of pedal
travel actuates an internal potentiometer which pro-
vides an electrical signal to the propulsion system,
signalling a request by the operator for retarding. The
electrical signal is modulated by the operator as he
continues to depress the pedal, increasing the level of
retarding effort from minimum to maximum. Further
pedal depression after maximum retarding request is
achieved, results in service brake application from
minimum to maximum when the pedal is fully de-
pressed. A slight increase in pedal resistance can be
felt when service brake actuation occurs. Additionally,
indicator lights on the overhead display panel in the
cab will turn on as dynamic retarding is applied. A
second lamp will turn on when service brakes are
applied.
NOTE: The following information discusses the opera-
tion, test and repair of the hydraulic brake valve as-
sembly only. Refer to Section “E” for information
concerning the retarding control portion of the pedal.
The Brake Valve is a pressure modulating valve, actu-
ated mechanically (brake pedal) or hydraulically
through the automatic apply valve (8, Figure 3-1).
The Brake Valve controls the pressure delivered to the
front and rear service brake dual relay valves which
provide the apply pressure for the front wheel and rear
wheel disc brake assemblies. Apply pressure can be
modulated from zero to maximum braking effort by use
of the foot pedal.
Rebuild Criteria FIGURE 3-1. BRAKE ACCUMULATOR BLEED DOWN

If any one of the following conditions exist, the brake 1. Rear Brake Accumulator
valve should be removed and repaired: 2. Charging Valve
• Excessive cam rock in pedal actuator. 3. Front Brake Accumulator
4. Charging Valve
• Any sign of external leakage.
5. Brake Manifold
• Internal leakage at the tank port must be less 6. Accumulator Bleed Down Valve (Front)
than 100 cc/minute with the valve in the re- 7. Accumulator Bleed Down Valve (Rear)
leased position and system pressure supplied 8. Automatic Apply Valve
to the “P1” and “P2” inlet ports.
• Tank port leakage must be less than 250
cc/minute with valve pilot or manual applied at
2750 psi (18,960 kPa) system pressure. • Valve holds pressure when in the neutral posi-
• Failure of the pedal to return to full release po- tion.
sition. • Varying output pressure with pedal fully de-
pressed.
J03019 1/99 Brake Circuit Component Service J3-1

Removal Installation
If the Brake Valve is to be removed from the vehicle 1. Place the brake valve assembly into position and
for repair or adjustment, additional equipment will be secure in place with capscrews and lockwashers.
required as outlined in disassembly, assembly. Tighten capscrews to standard torque.
2. Remove plugs from brake valve assembly and
NOTE: Minor repairs and service adjustment may not hydraulic lines. Install fittings and connect lines to
require the removal of the brake valve. brake valve assembly and tighten. Connect differ-
ential pressure switch to harness.
NOTE: Prior to checking the brake valve operation, the
steering system must have the proper nitrogen pre-
Before disconnecting pressure lines, replacing
charge in the steering accumulators (refer to Section
components in the hydraulic circuits, or installing
L, “Hydraulic System” for steering accumulator pre-
test gauges, always bleed down hydraulic steering
charge procedure). In addition, the brake system lines
and brake accumulators. The steering accumula-
must be bled of air and the brake accumulators must
tors can be bled down with engine shut down,
also be precharged with nitrogen (refer to brake accu-
turning the key switch “Off” and waiting 90 sec-
mulator precharge procedures, this section).
onds. Confirm the steering pressure is released by
turning the steering wheel - No front wheel move-
ment should occur.
3. Connect electronic retard pedal connector to truck
Open bleed down valves (6 & 7, Figure 3-1) located
harness.
on the brake manifold. This will allow both accu-
mulators for the rear brakes and both accumula- 4. With the engine shut down and key switch OFF,
tors for the front brakes to bleed down. open both brake accumulator bleed down valves
Before disabling brake circuit, be sure truck (6 & 7, Figure 3-1). Precharge both accumulators
wheels are blocked to prevent possible roll-away. mounted on brake manifold (5) to 1400 psi (9.65
MPa).
1. Securely block the wheels to prevent possible 5. Remove charging kit from brake manifold accu-
roll-away. mulators and install on external accumulators
2. Place selector switch in NEUTRAL, turn the rest located behind right front tire. Precharge both
switch ON. Turn key switch OFF to shut down accumulators to 1400 psi (9.65 MPa).
engine and allow 90 seconds for steering system NOTE: For best performance, charge the accumula-
accumulators to bleed down. Open valves (6 & 7, tors in the temperature conditions the vehicle is ex-
Figure 3-1) to bleed down all four brake accumu- pected to operate in. During the precharge, allow
lators. temperature of the nitrogen gas to come into equilib-
3. Remove access panel in front of operator’s cab. rium with the ambient temperature.
4. Tag and remove all hydraulic lines from brake
valve. Plug lines and ports to prevent possible
contamination. Remove all valve fittings except 6. Close both accumulator bleed down valves after
the fitting at port “PX”. Disconnect wiring harness all four accumulators have been properly
at differential pressure switch connector. charged.
5. Disconnect retard pedal harness. 7. Start the engine. Partially apply the brakes and
6. In the cab at the brake valve, remove capscrews open the supply plug at each wheel to bleed air
and lockwashers securing the brake valve as- from brake lines and brakes. Close supply plug
sembly to the mounting structure. after bubbles disappear.
7. Slide brake valve downward and remove from 8. Check for fluid leaks at the brake valve.
cab.
8. Move brake valve assembly to a clean work area
for disassembly.
J3-2 Brake Circuit Component Service J03019 1/99

Disassembly
NOTE: If not already removed, remove electronic re- 1. Match mark each section of the brake valve prior
tard pedal (16, Figure 3-2) from brake pedal by remov- to disassembly.
ing pivot shaft (8). 2. Drain all oil from all ports of the valve by rotating
the valve over a suitable container.
NOTE: During disassembly, precision machined parts
should be ink marked or tagged to ensure proper 3. Secure brake valve in an upright position in a vice.
reassembly and minimize adjustment time. All items 4. Remove the brake pedal actuator (17, Figure 3-2)
must be placed back into the bores from which they by removing the retaining clips (2), then remove
were removed. the pivot shaft (3) with a punch and hammer.
5. Remove the four button head allen screws (3,
Figure 3-3) securing the boot retainer plate (4).
6. Remove the boot retainer plate (4), boot (2), and
actuator cap (1) as an assembly by grasping the
boot and gently lifting from the valve body.
FIGURE 3-2. BRAKE VALVE/RETARD PEDAL

ASSEMBLY
1. Brake Valve 13. Pad

2. Retainer Clip 14. Nut
3. Pivot Shaft 15. Capscrew
4. Bushings 16. Electronic Retard Pedal Assembly
5. Shims 17. Brake Pedal Actuator
6. Retainer Clip 18. Spring Pivot (Lower)
7. Nylon Bearing 19. Spring
8. Pivot Shaft 20. Spring Pivot (Top)
9. Place 0.025 in. Shim Here 21. Set Screw
10. Jam Nut 22. Jam Nut
11. Capscrew 23. Differential Pressure Switch
12. Pedal Structure

NOTE: The spools (12), reaction plungers (21, 22) and
spool return springs (20) may fall out at this time. Keep
parts separate so they may be installed in the same
bores from which they were removed.
17. Remove and discard the O-ring (30) from the
counterbore in the base of the valve body.
18. With the controller upright on the work bench, hold
the valve with one hand and push the “B1” actua-
tor plunger (3) down with the other hand until the
regulator sleeve (19) pops loose.
19. Repeat the above procedure to loosen the “B2”
regulator sleeve.
20. Turn the valve on its side on the work bench and
remove the regulator sleeves (19) from the valve
body.
NOTE: Throughout the following steps, it is important
to keep the circuits and circuit components identified
as to which side of the unit they came from. For a given
circuit, all the components have a tolerance stack
which could vary. Keep the “B1” and “B2” parts sepa-
FIGURE 3-3. ACTUATOR CAP & BOOT
rate.
1. Actuator Cap 5. Capscrew
21. Remove the spools (12), reaction plungers (21,
2. Boot 6. Actuator Base
22) and spool return springs (20) from the regu-
3. Capscrew 7. Threaded Insert
lator sleeves (19).
4. Retainer Plate
22. Remove the plunger return springs (10), regulator
springs (8 & 10), and spring seats (11) from the
7. Remove capscrews (36, Figure 3-4) and the dif-
valve body.
ferential pressure switch (35). Refer to “Differen-
tial Pressure Switch” for further switch repair 23. Remove the actuator plungers (3) by pushing
instructions. down (toward the bottom of the valve) on the
8. Remove and discard the seals (27 & 28). actuator plunger with your hand until the actuator
plunger slides out.
9. Loosen the plunger locknuts (2). Loosen the
socket head capscrew from the adjustment col- 24. Remove the staging seat (6). Remove and discard
lars (1). packing (5).
10. Unscrew and remove the adjustment collars. 25. Remove the Glyde ring assembly (7) from the
actuator plunger.
11. Remove the two socket head capscrews (5, Fig-
ure 3-3) that retain the actuator base (6) to the 26. Remove the O-rings (14, 16 & 18) and teflon
valve body. back-up rings (13, 15 & 17) from the regulator
sleeves and discard.
12. Remove the actuator base from the valve body.
27. Remove the wiper seals (23), poly-pak seals (25),
13. Remove controller from vice.
and the orange back-up rings (24) from the actua-
14. Remove the four capscrews (34, Figure 3-4) and tor section of the valve and discard.
washers (33) from the base of the valve.
15. Remove the base plate (32).
16. With the valve upright, the retaining plug (31)
should fall out. If the plug does not fall out, lightly
tap to dislodge the plug.

FIGURE 3-4. BRAKE VALVE
1. Adjustment Collar 11. Spring Seat 21. Reaction Plunger (B1) 30. O-Ring
2. Nut 12. Regulator Spool 22. Reaction Plunger (B2) 31. Retaining Plug
3. Actuator Plunger 13. Back-up Ring 23. Wiper Seal 32. Base Plate
4. Stud 14. O-Ring 24. Back-up Ring 33. Washer
5. Packing 15. Back-up Ring 25. Poly-Pak Seal 34. Capscrew
6. Staging Seat 16. O-Ring 26. Valve Body 35. Differential Pres-
7. Glyde Ring Assembly 17. Back-up Ring 27. Seal sure Switch
8. Regulator Spring 18. O-Ring 28. Seal 36. Capscrew
9. Regulator Spring 19. Regulator Sleeve 29. Set Screw Orifice Plug
10. Plunger Return Spring 20. Spool Return Spring

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
2. Inspect the plunger (3, Figure 3-4) for wear on the long sides only. Do not apply it to the rounded
sides where it moves through the seals. If axial ends, these must not be sealed to allow the boot
grooves are seen or if any wear is apparent, to “breath”.
replace the plunger. 4. Carefully position the cap into the new boot groove
wiping off the excess glue.
3. Place the regulating spool (12) into its sleeve (19).
Push the spool lightly through the sleeve. The 5. Position the boot such that it conforms to the
spool must be able to move freely and smoothly contour of the cap, then set aside. Adhesive
the entire length of the sleeve. If it cannot, it must requires about 30 minutes to cure.
be replaced. Never replace just the spool or
sleeve. They must be replaced as a matched set. Valve Body Seal Installation
4. Inspect each spring carefully for cracks or breaks. 1. Install the poly-pak seal (3, Figure 3-5) in the seal
Any spring with a crack or break must be re- groove first. Position the seal in the groove so that
placed. Also, if the valve was not reaching proper the internal O-ring inside the poly-pak seal is
regulated pressure, replace all regulator springs. facing down toward the bottom of the valve.
5. Inspect the threaded inserts (7, Figure 3-3) in the 2. Make sure the internal O-ring is still seated inside
actuator base. If any of the threads are damaged, the poly-pak seal (3) and did not get dislodged
the inserts must be replaced. during installation. Position the poly-pak seal to
6. Lubricate all parts with a thin coat of clean type the bottom of the groove.
C-4 hydraulic oil. Take care to keep components
protected from contamination.
ASSEMBLY
Actuator Base Threaded Inserts

1. If any inserts (7, Figure 3-3) were removed from
the actuator base (6), position the actuator base
upside down on the work bench and support
directly under each of the four floor mounting
holes.
2. Install the threaded inserts into the actuator base
by tapping lightly with a small hammer until the
insert flanges become flush with the actuator
base. Be sure the base is supported to avoid
breaking the base.
3. Thoroughly clean the actuator base and set aside.
Boot and Cap

1. Examine the boot (2, Figure 3-3) for any cracks,
tears, or other damage. If damage is evident, the
boot must be replaced. To replace the boot, follow
the procedure below.
2. Remove the boot from the actuator cap (1) and
discard the old boot. Thoroughly clean the sides
of the cap by scraping the lip where the cap
FIGURE 3-5. VALVE BODY SEAL INSTALLATION
contacts the boot. Use a knife or suitable scraper.
Clean thoroughly to remove all adhesive or parti- 1. Actuator Plunger 4. Back-Up Ring
cles of the old boot. 2. Valve Body 5. Wiper Seal
3. Poly - Pak Seal 6. Actuator Base

3. Install the orange back-up ring (4) on top of the
poly-pak seal. Start by hand and then continue to
work into the groove either by hand or by using
an O-ring installation tool.
4. Install the wiper seal (5) in the top counterbore.
Position the seal in the groove so that the register
lip is facing up toward the actuator.
5. Repeat Steps 1- 4 for the second bore.
Regulator Sleeve O-Ring Installation

1. Install an O-ring (2, Figure 3-6) onto the smallest
groove (on the top) of the regulator sleeve (3).
Install O-ring (5) onto the middle groove on the
regulator sleeve. Install O-ring (6) onto the largest
groove (on the bottom) on the regulator sleeve.
2. Install a split nylon back-up ring (4) onto each side
of the O-ring (5) located in the middle of the
regulator sleeve.
3. Install one split nylon back-up ring behind the
O-ring (2) located at the top end of the sleeve. FIGURE 3-6. SLEEVE SEAL PLACEMENT
This O-ring is the smallest of the three O-rings. 1. Back-Up Ring 4. Back-Up Ring
Position the back-up ring so that it is next to the 2. O-Ring 5. O-Ring
top of the regulator sleeve. The top of the sleeve 3. Regulator Sleeve 6. O-Ring
is the end with the smallest O.D.
4. Repeat Steps 1-3 for the second regulator sleeve.
4. Install the “B1” actuation plunger (3) into the “B1”
circuit. Be careful not to damage or cut the Glyde
Actuator Plunger O-ring Installation
ring during installation. Observe the Glyde ring
1. Install an O-ring (7, Figure 3-4) into the O-ring assembly through the tank port as the plunger is
groove located at the large diameter end of the being installed. (Refer to Figure 3-7) It may be
actuation plunger (3). necessary to work the Glyde rings past the sharp
2. Install a split Glyde ring over the O-ring. (Twist and edge in the body to prevent damage to the seal.
squeeze the split Glyde ring into a small circle Make sure the actuation plunger is completely
before installing to insure a tight fit over the O- seated and bottomed.
ring).
3. Repeat Steps 1 & 2 for the second plunger.
Assembly of Valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 4. before starting
on the other side (circuit). Be careful to assemble
components into the circuit from which they were
removed.
1. If removed, install stud (4, Figure 3-4) in plunger
(3). Tighten nut (2).
2. Install new packing (5) on staging seat (6) and
insert in plunger bore.
3. Lightly lubricate the actuation plunger Glyde ring FIGURE 3-7. GLYDE RING INSTALLATION
(7). 1. Actuator Plunger 3. Glyde Ring
2. Valve Body 4. Sharp Edges

5. Repeat Steps 1 through 4 for the “B2” actuation 19. Using new seals (27 & 28, Figure 3-4), install
plunger. pressure differential pressure switch assembly
6. Install the plunger return spring (10, Figure 3-4), (35) on valve body. Install socket head capscrews
regulator springs (8 & 9) and spring seat (11) into (36). Tighten capscrews to 140 - 150 in. lbs. (15.8
the appropriate circuit. If spring seat does not seat - 16.9 N.m) torque.
correctly on top of the control spring, lightly shake 20. Install the actuator base (6, Figure 3-3) on top of
the valve to correctly position the spring seat. the valve. Make sure to position properly for
7. Lightly lubricate the regulator spool (12). correct port direction. Tighten the two socket
8. Install the regulator spool into the regulator sleeve head capscrews (5) and tighten to 180 - 190 in.
(19). The spherical end of the spool should be at lbs. (20.3 - 21.5 N.m) torque.
the top of the regulator sleeve. The top of the 21. Screw the adjustment collars (1, Figure 3-4) onto
sleeve is the end with the smallest O.D. the top of the actuation plungers. Screw all the
NOTE: Check to insure that the spool will slide way down until they bottom on the threads.
smoothly and freely. Replace the entire sleeve assem-
bly and spool, if the spool does not slide smoothly and
freely.
9. Remove spool from sleeve before installing

sleeve into body.
10. Lightly lubricate the O-rings (14, 16, & 18) on the
regulator sleeve.
11. Install the regulator sleeve assembly into the
correct circuit in the valve. Make sure the spring
seat is correctly seated in the regulator spring
before installing the regulator sleeve assembly.
Push sleeve into bore until sleeve retaining flange
at the base of sleeve contacts the valve body.
12. Install the spool return spring (20) into spool (12).
13. Insert reaction plunger (21 or 22) into regulator
spool.
14. Install regulator spool (12) into regulator sleeve
(19).
15. Repeat Steps 6 through 14 for the second circuit.
16. Lightly lubricate the large retainer plate O-ring
(30) and install into the counter bore in the bottom
end of the valve.
17. Install the retainer plug (31) into the counter bore
on the bottom of the valve. Make sure steps on
the retainer plug are facing the counter bore or
toward the top of the valve.
18. Install the base plate (32) on top of the retainer
plug. Tighten the four allen screws (34) evenly,
alternating diagonally, to evenly seat the regula-
tor sleeve assembly. Tighten to 140 - 150 in. lbs.
(15.8 - 16.9 N.m) torque.

DIFFERENTIAL PRESSURE SWITCH NOTE : In the following assembly, make a note of the
color (red or green) of spring (8). The spring color will
The differential pressure switch (1, Figure 3-8) on the
determine final adjustment of the switch. Refer to
brake valve detects an imbalance in the brake apply
Table I, "Differential Pressure Switch Adjustment".
pressure between the front and rear brake circuits.
In addition, for future service reference, the outside of
If the pressures differ more than shown in Table I,
the valve should be marked to indicate the color (red
"Differential Pressure Switch Adjustment", the switch
or green) of spring (8).
(3) will activate a warning horn and lamp in the cab to
alert the operator of a potential brake system problem.
5. Turn valve over and install piston (9), spring (8)
and screw plug (7). Plug should be inserted ap-
Disassembly
proximately 0.5 in. (13 mm) below edge of body.
1. Remove the four socket head capscrews attach- Temporarily install plug (6) in screw plug port.
ing the differential pressure switch body (1, Figure
3-8) to the valve body (2). NOTE : The adjustment of screw plug (7) controls the
switch actuation point. Refer to “Valve Bench Test and
2. Remove switch assembly (3) and O-ring (12).
Adjustment, Differential Pressure Switch Adjustment ”
3. Remove plugs (5, 6 & 11). for calibration procedure.
4. Insert a hex wrench through bottom port and
remove screw plug (7).
5. Remove spring (8) and piston (9).
6. Carefully push spool assembly (10) out of its bore.

1. Clean all metal parts with solvent and air dry.
2. Inspect spool assembly (10, Figure 3-8) for scor-
ing and other evidence of damage. Inspect spool
bore in body (4). If seals are damaged, entire
differential switch assembly should be replaced.
3. Lightly lubricate spool assembly and carefully
insert in bore. Spool must slide freely and
smoothly in bore. If there is binding, the entire
differential pressure switch assembly must be
replaced.
4. Lubricate piston (9) and insert in its bore. Piston
must move freely with no binding.
5. Inspect spring (8) for cracks, distortion, etc.
6. Attach an ohmmeter to switch assembly (3) center
terminal and switch body. Actuate the switch
plunger to verify contacts close when plunger is
depressed and contacts open when released.
Plunger must operate freely in switch body.
Assembly
1. Install plug (11, Figure 3-8). Tighten plug to 190 -
210 in. lbs. (21.5 - 23.7 N.m) torque.
2. Lightly lubricate Glyde rings on spool assembly
(10) and carefully insert in body (4) until it bottoms FIGURE 3-8. DIFFERENTIAL PRESSURE SWITCH
on plug (11). 1. Differential Pressure 7. Screw Plug
3. Install plug (5). Tighten plug to 190 - 210 in. lbs. Switch Assembly 8. Spring
(21.5 - 23.7 N.m) torque. 2. Valve Body 9. Piston
4. Using new O-ring (12), install switch assembly (3). 3. Switch Assembly 10. Spool Assembly
Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m) torque. 4. Body 11. Plug
5. Plug 12. O-Ring
6. Plug

VALVE BENCH TEST AND ADJUSTMENT
The following parts and test equipment will be required • Hose fittings for valve ports:
to completely bench test and adjust the brake valve. Port PX:................................... 7/16 in., # 4 SAE
The differential pressure switch can also be calibrated Ports P1, P2, B1 and B2: .......... 3/4 in. , #8 SAE
and operation tested. Port T: ................................. 1 1/16 in., #12 SAE
• Ohmmeter or continuity tester
• Pressure gauges (3), 0-to-3000 psi (20,680
kPa). NOTE: It is possible to check the pressures with the
• Hydraulic pressure supply, regulated to 2750 brake valve installed and connected to the vehicle.
psi (18,960 kPa). Remove the brake pedal assembly and actuator cap
and boot assembly to adjust individual brake circuit
• Hydraulic test stand, Refer to Figure 3-9.
pressures.
FIGURE 3-9. TEST BENCH SET UP

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. Shut Off Valves
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1, B2 Cylinders must be capable of a 10 cubic inch maximum displacement.

Test Set Up Procedure Brake Valve Output Pressure Adjustment
1. Position the valve in the fixture to allow plungers 1. Install the pedal pivot shaft pin in the actuator base
to be activated by hand using a lever (refer to by itself without installing the pedal assembly.
Figure 3-9). 2. By taking a screw driver or pry bar and placing it
2. Attach the pilot input supply pressure to the pilot under the pivot pin and on top of the threaded
port labeled “PX” on the rear of the valve. plunger assembly, each circuit can be actuated
3. Attach the main supply input pressure to the individually. Refer to Figure 3-9.
O-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 the adjustment collar is screwed all the
labeled “T” on the rear of the valve. 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 (counter-clockwise) starting with one turn in-
these two lines must be capable of 3000 psi crements until the output pressure at port “B1” is
(20,680 kPa). Connect all ports. The connections 2400 ±75 psi (16,545 ±517 kPa) with the adjust-
should be according to the diagram shown in ment collar contacting the actuator base (fully
Figure 3-9. All ports must be used and connected. actuated). Fine adjustment will require turning
the collar only in 1/8 turn increments.
5. “B2” Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn in-
All ports must be used. Relieve pressure before crements until the output pressure at port “B2” is
disconnecting hydraulic and other lines. Tighten 2400 ±75 psi (16,545 ±517 kPa) with the adjust-
all connections before applying pressure. ment collar contacting the actuator base (fully
actuated). Fine adjustment will require turning
the collar only in 1/8 turn increments.
Avoid spillage and contamination! Avoid contact 6. Tighten the setscrews in the adjustment collars to
with hot oil if the machine has been operating. The 25 - 30 in.lbs. (2.8 - 3.4 N.m) torque. The entire
oil will be at very high pressure. plunger may have to be rotated to get to the
capscrews.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person’s body by pene- 7. Check pressures again after tightening the set
trating the skin and cause serious injury and pos- screws. If the pressures have moved out of speci-
sibly death if proper medical treatment by a fied range, loosen the appropriate set screw and
physician familiar with this injury is not received re-adjust.
immediately. 8. Cycle each circuit 50 times using pilot apply. This
is done by closing needle valve (5) and opening
6. Start hydraulic pump and regulate output pressure needle valve (4). Read pressure on gauges (7 &
to 2750 psi (18,960 kPa) at pressure gauge (3). 10). Close valve (4) and open valve (5). The
Pressure gauges (7 & 10) should read zero. pressure gauges (7 & 10) should read 0 psi.
7. Pilot supply circuit pressure must also be 2750 psi 9. Recheck pressures after cycling. If they have
(18,960 kPa). changed, re-adjust pressures.
8. Return line pressure during this test is not to
Differential Pressure Switch Adjustment
exceed 5 psi (34 kPa).
9. Test the valve with ISO 32 grade hydraulic oil at 10. Attach an ohmmeter or continuity tester lead to
120° ±10° F (49° ±3° C). connector on the differential pressure switch wire.
Attach the other lead to the valve body.
Verify that switch contacts are open.
11. Remove plug (6, Figure 3-8) for access to adjust-
ment screw plug (7).
12. Insert pry bar under pivot pin to actuate the “B1”
section of valve.

13. Slowly depress plunger to obtain pressure shown Final Test and Adjustment
in Table I on the “B1” pressure gauge:
The brake pedal actuator must be installed on the
Adjust screw plug in bottom port of differential brake valve body prior to final test and adjustment.
pressure switch counterclockwise until Refer to “Installation of Brake Pedal Actuator to Brake
switch contacts just close. Valve”.
NOTE: The “Final Test and Adjustment” procedure
Table I - Differential Pressure Switch
Adjustment can also be performed with the brake valve installed in
the truck. To perform final test with brake valve
Spring Pressure - Switch Contacts Closing
mounted in the truck, install valve per instructions in
Color “B1” Valve Spool “B2” Valve Spool “Installation”. Install 3000 psi (20 682 kPa) gauges at
Red 300 ±30 psi 300 ±30 psi the “B1” and “B2” diagnostic test connectors in the
(2 068 ±207 kPa) (2 068 ±207 kPa) brake cabinet. Follow steps 21. - 33. below for final
test.
Green 600 ±50 psi 600 ±50 psi
(4 137 ±345 kPa) (4 137 ±345 kPa)
21. Reinstall brake valve (with actuator pedal at-
14. Release plunger and depress again while observ- tached) on the test stand following steps 2
ing “B1” gauge and ohmmeter to verify switch through 9. under “Test Setup Procedure”.
contacts close at the pressure in Table I. 22. With test stand pump adjusted for 2750 psi
If not, repeat step 13. (18,960 kPa) or with engine running and brake
15. Insert pry bar under pivot pin to actuate the “B2” system supply pressure at or above 2750 psi (18,
section of valve. 960 kPa), depress the pedal as quickly as possi-
ble. The pressure on the output circuits must
16. Slowly depress plunger while observing ohmme- reach the minimum pressure listed below at port
ter; switch contacts should close at the pressure “B1” and port “B2” within 1.0 second. Measure-
in Table I on the “B2” gauge. A slight adjustment ment of time begins the moment force is applied
may be necessary. to move the pedal.
17. Slowly depress both plungers equally from mini- Rear Brake - “B1”: 2400 ±75 psi
mum to maximum application pressure. Switch (16,545 ±517 kPa)
contacts must remain open.
Front Brake - “B2” : 2400 ±75 psi
18. Install plug (6) and tighten to 90 - 100 in. lbs. (10.2 (16,545 ±517 kPa)
- 11.3 N.m) torque.
19. Shut down the test bench and relieve all hydraulic 23. With “B1” and “B2” plugged into a strip chart
pressure from the lines. recorder, (if available) check the modulation by
slowly applying pressure until the maximum pres-
sure is reached. Make sure the pressure increase
is smooth and no sticking of the spools is ob-
served. Fully depress the pedal. Pressures must
Avoid spillage and contamination! Avoid contact
remain within specification at “B1” and “B2” for
with hot oil if the machine has been operating. The
20 seconds.
oil will be at very high pressure.
24. Adjust set screw (21, Figure 3-10) until the set
screw is not touching the actuator cap. Apply
sufficient force to enter a person’s body by pene-
Loctite® 242 to the adjustment screw prior to
trating the skin and cause serious injury and pos-
setting the deadband.
sibly death if proper medical treatment by a
physician familiar with this injury is not received 25. Set the deadband by placing a 0.010 in (0.254
immediately. mm) thick shim at location (9) between the pedal
structure and return stop boss on pivot structure.
26. Adjust the set screw (21) until the set screw is just
20. Remove hoses from valve and remove valve from
touching the cap.
test stand. Refer to instructions below for pedal
actuator installation prior to final test.

27. Continue turning the set screw until pressure Installation Of Brake Pedal Actuator Assembly
begins to rise on one of the brake apply pressure to Brake Valve
gauges.
1. Install jam nut (22, Figure 3-10) and set screw (21)
28. Back-off the set screw 1/8 turn.
to brake pedal actuator (17).
29. Tighten the jam nut (22) and remove the shim 2. Insert nylon bushings (4) into brake pedal actua-
stock inserted in step 25. tor.
30. Fully stroke the brake pedal actuator to check that 3. Install one retaining clip (2) to one end of pivot
output pressure at port “B1” and “B2” are within shaft.
specifications. 4. Align pedal structure to brake valve (1) and par-
tially insert pivot pin. Move pedal structure to the
NOTE: If pedal is adjusted properly, the spring and
“B2” side of valve and insert shims (5) between
spring pivots will not interfere with pedal travel.
pedal structure and brake valve ear to fill gap.
Fully insert the pivot shaft (3). Install the remain-
31. If pressure is not within specifications, re-adjust. ing retainer clip (2).
If pressure is within specifications, apply a few 5. Assemble spring assembly (19) and install com-
drops of Loctite® to the jam nut. plete assembly to brake pedal actuator as shown.
32. Check internal leakage at port “T”. Leakage must
be less than 100 cc/minute with the valve in the
released position and system pressure supplied
to the “P1” and “P2” inlet ports. Be sure to install spring assembly correctly, with
33. “T” port leakage must be less than 250 cc/minute larger ball socket end pointing to the pedal struc-
with valve pilot pressure or manual applied. ture and smaller end toward the valve assembly.
NOTE: When pedal is adjusted properly, the spring
assembly will not interfere with pedal travel.
Installation of Retard Pedal To Brake Pedal
1. Install nylon bearings (7, Figure 3-10) in retard

pedal.
2. Install retard pedal (16) to brake pedal actuator
(17) with pivot shaft (8). Install two retainer clips
(6).
3. With jam nut (10) loose, adjust capscrew (11) until
roller on retard pedal just contacts the brake
pedal actuator. Tighten jam nut (10).

FIGURE 3-10. BRAKE VALVE AND PEDAL ASSEMBLY
1. Brake Valve 9. Place 0.010 in. Shim Here 17. Brake Pedal Actuator
2. Retainer Clip 10. Jam Nut 18. Spring Pivot (Lower)
3. Pivot Shaft 11. Capscrew 19. Spring
4. Bushings 12. Pedal Structure 20. Spring Pivot (Top)
5. Shims 13. Pad 21. Set Screw
6. Retainer Clip 14. Nut 22. Jam Nut
7. Nylon Bearing 15. Capscrew 23. Differential Pressure Switch
8. Pivot Shaft 16. Electronic Retard Pedal Assembly

DUAL RELAY VALVE Removal
1. Securely block the wheels to prevent possible
The dual relay valves (one for front and one for rear
roll-away.
brake circuits) supply the apply pressure for each disc
brake assembly. When the operator depresses the 2. Place selector switch in NEUTRAL, turn the rest
brake valve, hydraulic pressure, proportional to the switch ON. Turn key switch OFF to shut down
amount of brake valve application, is applied to the engine and allow 90 seconds for steering system
pilot pressure circuit of each dual relay valve. Regu- accumulators to bleed down. Open valves (6 & 7,
lated pressure (proportional to the pilot pressure ap- Figure 3-1) to bleed down all four brake accumu-
plied) is then delivered from the “B1” and “B2” ports of lators. Close valves after all pressure is released.
each dual relay valve to each wheel. NOTE: Follow steps 3 & 4 below for the front valve or
The regulated pressures supplied to each wheel are steps 5 through 9 for rear valve removal.
equal. If a malfunction occurs, causing a pressure Front Brake Circuit:
differential greater than 300 psi (2068 kPa) between
the right and left brake apply circuit, a differential 3. Tag and remove all hydraulic lines from dual relay
pressure switch (3, Figure 3-11) mounted on the valve valve. Plug lines and ports to prevent possible
activates a warning horn and lamp in the cab. If a contamination. Disconnect wiring harness at dif-
pressure differential greater than 300 psi (2068 kPa) ferential pressure switch connector.
occurs in the pilot circuit supplying the front and rear 4. Remove two capscrews and washers securing
dual relay valves, a differential pressure switch valve to rear wall of cabinet. Remove valve and
mounted on the brake valve activates the warning horn move to clean work area for disassembly.
and lamp in the cab.
The dual relay valve for the front brake circuit is located Rear Brake Circuit:
in the hydraulic components cabinet behind the cab. 5. Open rear access cover and remove wing nuts
The dual relay valve for the rear brake circuit is located securing duct tube to axle housing. Remove tube.
in the rear axle housing and requires removal of the 6. Open access covers inside axle housing.
wheel motor cooling air duct components for access
to the valve as described below. 7. Remove wheel motor cooling air exhaust duct
from between wheel motors.
8. Tag and remove all hydraulic lines from dual relay
valve. Plug lines and ports to prevent possible
contamination. Disconnect wiring harness at dif-
Before disconnecting pressure lines, replacing ferential pressure switch connector.
components in the hydraulic circuits, or installing 9. Remove two capscrews and washers securing
test gauges, always bleed down hydraulic steering valve to mounting bracket. Remove valve and
and brake accumulators. The steering accumula- move to clean work area for disassembly.
tors can be bled down with engine shut down,
turning the key switch “Off” and waiting 90 sec- Installation.
onds. Confirm the steering pressure is released by 1. Install dual relay valve in hydraulic components
turning the steering wheel - No front wheel move- cabinet (front brake circuit) or rear axle housing
ment should occur. (rear brake circuit). Install the two mounting cap-
Open bleed down valves (6 & 7, Figure 3-1) located screws and lockwashers to secure valve. Tighten
on the brake manifold. This will allow both accu- capscrews to standard torque.
mulators for the rear brakes and both accumula-
2. Remove hose and fitting caps and plugs and
tors for the front brakes to bleed down.
attach hoses to the proper valve ports. Connect
Before disabling brake circuit, be sure truck
differential pressure switch connector to wire har-
wheels are blocked to prevent possible roll-away.
ness.
3. Start engine and check for leaks and proper brake
operation. Shut down engine.
4. For the rear valve, reinstall the wheel motor cool-
ing air duct between wheel motors. Close access
covers and reinstall tube in axle access opening.

FIGURE 3-11. DUAL RELAY VALVE & DIFFERENTIAL PRESSURE SW.
1. Manifold Body 9. Sleeve 17. Sleeve 25. O-Ring
2. Valve Body 10. Seal 18. O-Ring 26. Switch
3. Differential Pressure 11. Spool Spring 19. Plug 27. Body
Switch Assembly 12. Regulator Spool 20. Capscrew 28. Plug
4. Packing 13. Lower Spring Seat 21. Backup Ring 29. Screw Plug
5. Plug 14. Regulator Spring 22. O-Ring 30. Spring
6. Sleeve Retainer 15. Upper Spring Seat 23. Backup Ring 31. Piston
7. Capscrews & Washers 16. Plunger 24. O-Ring 32. Spool Assembly
8. Reaction Plunger

Disassembly Cleaning and Inspection
The parts installed in the valve body for the “B1” and 1. Clean all metal parts with solvent and air dry.
“B2” bores are identical, however the parts must not 2. Apply a light film of type C-4 hydraulic oil to
be interchanged between the two bores. plungers (14, Figure 3-11) and insert in sleeves
(15). Sleeves must slide smoothly and freely in
1. Thoroughly clean valve to remove dirt accumula-
sleeve bores. If parts do not slide smoothly or
tion. Drain all oil from all ports of the valve by
excessive wear is apparent, replace both the
rotating the valve over a suitable container.
sleeve and plunger.
2. Use a felt tip pen to mark manifold body (1, Figure
3. Apply a light film of oil to regulator spools (12) and
3-11) and valve body (2) to ensure correct reas-
slide into bore of sleeves (9). Spools must slide
sembly.
smoothly and freely in sleeve bores. If parts do
NOTE: As the valve is disassembled, lay out parts in not slide smoothly or excessive wear is apparent,
order of disassembly, being certain to note the valve replace both the sleeve and spool.
body bore from which they are removed. Parts must 4. Inspect each spring carefully for cracks or breaks.
be reinstalled in the same bore from which they are Any spring with a crack or break must be re-
removed. placed. If the valve was not reaching proper regu-
3. Secure valve in an upright position in a vice. lated pressure, replace the regulator springs.
4. Remove capscrews securing the differential pres- 5. Lubricate all parts with a thin coat of clean type
sure switch (3) to the valve body. Remove and C-4 hydraulic oil. Take care to keep components
discard seals behind differential pressure switch protected from contamination.
ports. Refer to “Differential Pressure Switch” for
disassembly.
5. Remove the two socket head capscrews (20) Assembly
retaining the manifold body (1) to the valve body 1. Install sleeves (17, Figure 3-11) in bores in top of
(2). Remove manifold body and discard O-rings valve body (2).
(18). 2. Install plungers (16) in sleeves as shown in Figure
6. Remove plungers (16) and sleeves (17). 3-11.
7. Remove controller from vice. 3. Apply film of oil to O-rings (18) and position in
8. Remove the four capscrews and washers (7) from grooves on top of valve body.
the base of the valve. 4. Position manifold body (1) on valve body, aligning
9. Remove the sleeve retainer (6). marks made during disassembly.
10. With the valve upright, the plug (5) should fall out. 5. Secure manifold to valve body with two socket
If not, tap lightly to dislodge. head capscrews (20). Only finger tighten cap-
screws.
11. Remove the spools (12), reaction plungers (8) and 6. Preassemble upper spring seat (15), spring (14)
spool return springs (11). Keep parts separate so and lower spring seat (13). Insert assembly into
they may be installed in the same spool from bore from bottom of valve. Be certain upper spring
which they were removed. seat is positioned against plunger (16). Repeat
12. Remove and discard the packing (4) from the for other bore.
counterbore in the base of the valve body. 7. Install sleeve packing seal (10). Refer to Detail “A”
and “B”, Figure 3-11 and install O-rings (22 & 24)
13. Turn the valve on its side on the work bench and
and backup rings (21 & 23) in the sleeve (9)
remove the sleeves (9) from the valve body.
grooves.
14. Remove seal (10), O-rings (22 & 24), and backup 8. Apply a light film of oil to sleeve seals. Carefully
rings (21 & 23) and discard. push sleeves (9) into their respective bores in the
15. Remove spring seats (13 & 15) and regulator valve body until flange at base of sleeves contact
springs (14). valve body.
9. Preassemble regulator spool (12) as follows:
a. Insert spool springs (11) into spool bore.
b. Insert reaction plungers (8) into spool bores
and springs.

10. Install regulator spool assemblies into their re- Cleaning and Inspection
spective sleeve bores. The spherical end must be 1. Clean all metal parts with solvent and air dry.
inserted toward the spring seat. Push into bore 2. Inspect spool assembly (32, Figure 3-11) and bore
until contact is made with lower spring seat. for scoring and other evidence of damage. If spool
11. Install sleeve retainer plug packing (4) in valve seals are damaged, the entire switch assembly
body. should be replaced.
12. Check to be certain spring seats (13 & 15) are 3. Lightly lubricate spool assembly and insert in
properly positioned into the regulator springs (14) bore. Spool must slide freely and smoothly in
and the reaction plunger (8) slides smoothly in its bore. If there is binding, the entire differential
bore. Install retaining plug (5) in valve body coun- pressure switch assembly must be replaced.
terbore. 4. Lubricate piston (31) and insert in its bore. Piston
must move freely with no binding.
13. Position sleeve retainer (6) on valve body. Install
5. Inspect spring (30) for cracks, distortion, etc.
the four capscrews and washers (7), tightening
capscrews evenly to properly seat plug (5) in 6. Attach an ohmmeter to switch assembly (26)
counterbore. Final tighten capscrews to 140 - 150 center terminal and switch body. Actuate the
in. lbs. (15.8 - 16.9 N.m) torque. switch plunger to verify contacts close when
plunger is depressed and contacts open when
14. Tighten the two capscrews (20) holding the mani- released.
fold body (1) to the valve body (2) to 180 - 190 in.
lbs. (20.3 - 21.5 N.m) torque.
Assembly
15. Install plugs (19) in manifold body ports. Tighten
the larger (#8 SAE) plugs to 275 - 300 in. lbs. 1. Install one plug (28, Figure 3-11) in the spool
(31.1 - 33.9 N.m) torque. Tighten the smaller (#4 assembly bore. Tighten plug to 190 - 210 in. lbs.
SAE) plugs installed in the “TC1” and “TC2” ports (21.5 - 23.7 N.m) torque.
to 90 - 100 in. lbs. (10.2 - 11.3 N.m) torque. 2. Lightly lubricate Glyde rings on spool assembly
(32) and carefully insert in valve body bore until
16. Install differential pressure switch on valve body seated against the plug.
using new seals. Tighten capscrews to 140 - 150
in. lbs. (15.8 - 16.9 N.m) torque. 3. Install plug in other end of spool bore. Tighten to
190 - 210 in. lbs. (21.5 - 23.7 N.m) torque.
4. Using new O-ring (25), install switch (26). Tighten
to 55 - 60 in. lbs. (6.2 - 6.8 N.m) torque.
DIFFERENTIAL PRESSURE SWITCH
5. Turn valve over and install piston (31), spring (30)
The differential pressure switch (3, Figure 3-11) and screw plug (29). Plug should be inserted
mounted on the dual relay valve detects an imbalance approximately 0.5 in. (13 mm) below edge of
in brake apply pressure between the left and right valve body. Temporarily install plug in screw plug
wheels on the front or rear brake circuits. port.
If the regulated output pressures at the “B1” and “B2” NOTE: Screw plug (29) adjustment controls switch
ports differ more than 300 psi (2068 kPa), the switch actuation point. Refer to “Valve Test and Adjustment,
(26) activates a warning horn and lamp in the cab to Differential Pressure Switch Adjustment ” for calibra-
alert the operator to a potential brake system problem. tion procedure.
Disassembly
1. Remove the four socket head capscrews attach-
ing the differential pressure switch body (3, Figure
3-11) to the dual relay valve body (2).
2. Remove switch assembly (26) and O-ring (25).
3. Remove plugs (28).
4. Remove screw plug (29).
5. Remove spring (30) and piston (31).
6. Carefully push spool assembly (32) out of its bore.

VALVE TEST AND ADJUSTMENT
The following parts and test equipment will be required • Hose fittings for valve ports:
to completely bench test the dual relay valve. The Port “PX”: ..................... 7/16 in.,#4 SAE O-ring.
differential pressure switch can be calibrated and its Ports “B1” and “B2”: .... 3/4 in., #8 SAE O-ring.
operation tested. Port “T”: ................. 1 1/16 in., #12 SAE O-ring.
• Ohmmeter or continuity tester
• Pressure gauges (4), 0-to-3000 psi (20,680
kPa). NOTE: It is possible to check the pressures with the
• Hydraulic pressure supply, regulated to 2750 dual relay valve installed on the truck by using the
psi (18,960 kPa). brake treadle valve to modulate pilot pressure and
monitoring brake apply pressure in the appropriate
• Hydraulic test stand, Refer to Figure 3-12.
brake apply pressure lines.
FIGURE 3-12. DUAL RELAY VALVE BENCH TEST SETUP

1. Motor 6. Needle Valve (Pressure Bleed 11. Needle Valve
2. Pump to Tank) 12. Needle Valve
3. Main Pressure Gauge 7. Pilot Pressure Gauge 13. Shut-off Valves
4. Pressure Regulator (Pilot Pressure) 8. Dual Relay Valve 14. Simulated Brake Volume
5. Needle Valve (Pilot Pressure Re- 9. LH Brake Apply Pressure Gauge 15. Relief Valve
lease) 10. RH Brake Apply Pressure
Gauge

Test Set Up Procedure Brake Valve Output Pressure Adjustment
1. Setup valve on test stand as shown in Figure 3-12. 1. With pump operating and supply and pilot pres-
2. Attach the pilot input supply line to the port labeled sure adjusted as described in setup instructions,
“PX” on the side of the valve. inspect valve for leakage.
3. Attach the main supply input pressure line to the 2. With 2400 psi (16,545 kPa) pilot pressure applied,
port on the front of the valve labeled “P”. verify the following regulated output pressures:
4. Attach the tank return line to the port labeled “T”. “B1” port gauge (10) reads 2400 ±75 psi
5. Attach the regulated output ports “B1” and “B2” (16,545 ±517 kPa)
to the test lines. Pressure monitoring devices in “B2” port gauge (9) reads 2400 ±75 psi
these two lines must be capable of 3,000 psi (16,545 ±517 kPa)
(20,680 kPa). Connect all ports. The connections
should be according to the diagram shown in 3. Close the pilot supply needle valve (5) and open
Figure 3-12. All ports must be used and con- the pilot pressure release needle valve (6) to
nected. bleed pressure back to the reservoir.
Pilot pressure gauge (7) should drop to 0 psi
(0 kPa).
Regulated output pressure lines “B1” and
All ports must be used. Relieve pressure before “B2” should drop to 0 psi (0 kPa) on gauges
disconnecting hydraulic and other lines. Tighten (10) and (9) respectively.
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact 4. Repeat steps 2 and 3 approximately 50 times to
with hot oil if the machine has been operating. The cycle valve from minimum to maximum apply
oil will be at very high pressure. pressure.
5. Verify output pressure remains within specifica-
tion. If not, the valve must be rebuilt.
trating the skin and cause serious injury and pos- 6. While observing pilot pressure gauge (7) and
sibly death if proper medical treatment by a regulated output pressure gauges (9 & 10), apply
physician familiar with this injury is not received pilot pressure slowly and steadily until 2400 psi
immediately. (16,545 kPa) (maximum) pilot pressure is ob-
tained.
6. Start hydraulic pump and regulate output pressure Pilot pressure and regulated output pressure
to 2750 psi (18,960 kPa) at pressure gauge (3). must track within 50 psi (345 kPa) after the
Pressure gauges (9 & 10) should read zero. pilot pressure reaches 100 psi (690 kPa).
7. Adjust pressure regulator (4) to set pilot supply
pressure to 2400 psi (16,545 kPa) on gauge (7). 7. Reduce pilot pressure to 0 psi (0 kPa). Apply 2400
psi (16,545 kPa) pilot pressure as quickly as
8. Return line pressure during this test is not to possible.
exceed 0 psi (0 kPa).
Regulated output pressure must increase to
9. Test the valve with ISO 32 grade hydraulic oil at
2400 ±75 psi (16,545 ±517 kPa) within 1.0
120° ±10° F (49° ±3° C).
second after pressure is applied to pilot line.
8. Check internal valve leakage from port “T” with

full supply pressure (port “P”) applied:
With pilot pressure released, leakage must
not exceed 100 cc/minute.
With 2400 psi (16,545 kPa) pilot pressure
applied, leakage must not exceed 150
cc/minute.
9. Adjust differential pressure switch using the fol-
lowing procedure.

Differential Pressure Switch Adjustment 16. Reduce pilot pressure. Close “B1” needle valve
(11) and open “B2” circuit needle valve (12).
10. Attach an ohmmeter or continuity tester lead to
connector on differential pressure switch wire. 17. Slowly increase pilot pressure and verify switch
Attach other lead to valve body. Verify switch contacts close at 300 ±30 psi (2,068 ±207 kPa)
contact is open. as read on “B1” circuit gauge (10).
11. Remove plug on bottom of valve body for access 18. If necessary, adjust screw plug (29) and repeat
to adjustment screw plug (29, Figure 3-11). steps 12 through 17.
12. Open the “B1” regulated output circuit needle 19. Install plug in switch adjustment port. Tighten to
valve (11) to bleed the pressure back to tank. 90 - 100 in. lbs. (10.2 - 11.3 N.m) torque.
Adjust pilot pressure regulator for 0 psi (0 kPa) on
20. Shut down the test bench and relieve all hydraulic
gauge (7).
pressure from the lines.
13. Slowly adjust regulator valve to obtain 300 psi
(2,068 kPa) on the “B2” circuit pressure gauge
(9).
a. If switch contact has not closed, turn differential Be certain all hydraulic pressure has been re-
pressure switch adjustment screw (29) coun- leased prior to disconnecting hoses and valve.
terclockwise until switch contact just closes.
b. If switch contact closed before reaching 300 psi
(2,068 kPa), turn screw plug counterclockwise
and repeat previous step.
14. Reduce pilot pressure until switch opens. physician familiar with this injury is not received
immediately.
15. Slowly increase pilot pressure and verify switch
contact closes at 300 ±30 psi (2,068 ±207 kPa). 21. Remove hoses from valve and remove valve from
test stand.

HYDRAULIC BRAKE ACCUMULATORS ACCUMULATORS -
HYDRAULIC COMPONENTS CABINET
Four hydraulic brake accumulators are installed on the
truck. Two identical accumulators are located on the Removal
brake manifold in the brake control cabinet behind the
1. Shut down engine to bleed steering accumulators.
operator’s cab. The left accumulator supplies the pres-
Exhaust all pressure from the brake system by
sure necessary for actuation of the rear service brakes.
opening accumulator manual drain valves.
The right accumulator supplies pressure to activate the
front service brakes. 2. Remove the valve guard and “Dyna-seal” from top
of accumulators.
Two larger volume accumulators, located on the RH
3. Depress valve core to release gas precharge
frame rail behind the tire, supplement the above accu-
pressure from accumulator bladder. (Refer to Fig-
mulators, one for the front and one for the rear brake
ure 3-13).
circuits.
4. Remove accumulator mounting bracket. Loosen
and remove accumulator from the brake mani-
fold. Plug opening on brake manifold to prevent
contamination.
Accumulators maintain high pressure. DO NOT 5. Transfer accumulator to work area.
disconnect any hydraulic line from the accumula-
tors or brake system until all hydraulic pressure Installation
has been manually drained from accumulators. 1. After service repairs or bench test has been
Open manual drain valves located on the brake completed, move the accumulators to the brake
manifold in the brake cabinet to drain pressurized control cabinet. DO NOT precharge accumula-
oil. The manual bleeddown valve for the rear accu- tors on the bench test.
mulators is identified as “NV1”. The manual bleed- 2. Position the accumulators on the brake manifold.
down valve for the front accumulators is identified Tighten fittings securely. Install mounting brack-
as “NV2”. ets. Secure mounting brackets in place with cap-
screws and lockwashers. Tighten capscrews to
standard torque.
Brake Accumulator Bleed Down Procedure
3. Refer to “Charging Procedure” in this section.
The four brake accumulators can be bled down by 4. Replace “Dyna-seal” and valve guard on top of
rotating the manual bleeddown valves (NV1 and NV2) accumulators.
counterclockwise. The valves are located on the brake
manifold in the hydraulic brake cabinet. Disassembly
1. Turn handles counterclockwise to open valves. 1. Securely clamp accumulator (preferably in a chain
2. Confirm accumulators are bled down by applying vise). Make sure accumulator shell is suitably
the “Brake Lock” switch (key switch “On”, engine protected by strips of padding or soft metal on vise
shut down) and applying service brake pedal. The base.
service brake light should not come on. 2. Remove core from gas valve using valve core tool.
3. Close the bleeddown valves by rotating clockwise. (Refer to Figure 3-13).
3. Remove pipe plug from plug & poppet assembly.
4. Remove locknut from plug and poppet assembly
using a spanner wrench and an adjustable
wrench. One for torque and one for counter-
torque. (Refer to Figure 3-14).
5. Remove spacer, Figure 3-15.
6. With palm of hand, push plug and poppet assem-
bly into the shell.
7. Insert hand into shell and remove O-ring, washer
and anti-extrusion ring from plug. Fold anti-extru-
sion ring to enable removal. (Refer to Figure
FIGURE 3-13. VALVE CORE REMOVAL 3-16).

FIGURE 3-17. PLUG AND POPPET REMOVAL
8. Remove plug and poppet assembly from shell.

(Refer to Figure 3-17.)
9. With wrench on valve stem flats, remove the nut
FIGURE 3-14. LOCKNUT REMOVAL
from the valve stem.
10. Insert hand into shell fluid opening. Depress bag
and eliminate as much gas pressure as possible.
FIGURE 3-15. SPACER REMOVAL
FIGURE 3-18. BLADDER REMOVAL
11. Grasp heel of the bladder and withdraw from shell.

(Refer to Figure 3-18).

1. After disassembly, clean all parts with an ap-
proved cleaning solution.
2. Blow all parts dry with air and keep free from
foreign matter.
3. Check all rubber items for deterioration, abrasion
marks, cracks, holes, bubbles or any similar de-
fects.
FIGURE 3-16. ANTI-EXTRUSION RING REMOVAL 4. Replace all O-rings and any other items deemed
unsuitable for further usage.

5. Bladder may be checked by inflating to normal 7. Position name plate over valve stem and install
size and checking with a soapy solution. After valve stem nut by hand (Figure 3-20). Remove
testing, deflate immediately. bladder pull rod.
6. Check plug and poppet valve for proper function- 8. Grasp threaded section of plug and insert poppet
ing. end into shell mouth.
9. Install anti-extrusion ring inside shell. Fold anti-ex-
Assembly trusion ring to enable insertion into shell. Place
1. Replace shell in vise, if removed. anti-extrusion ring on plug and poppet assembly
2. Pour a liberal amount of clean C-4 hydraulic oil with its steel collar toward shell mouth.
into shell to serve as a cushion. 10. Withdraw threaded end of plug through shell
3. With bladder assembly on bench, expel all air to mouth. (Refer to Figure 3-21).
completely collapse bladder and fold bladder lon-
gitudinally into a compact roll. To maintain rolled
condition of bladder, install gas valve core into the
valve stem, thereby preventing air from entering
the bladder.
4. Attach bladder pull rod to bladder valve stem.
FIGURE 3-21. PLUG ASSEMBLY
11. Pull plug until seated solidly into position on shell

FIGURE 3-19. BLADDER INSTALLATION mouth opening.
12. Install valve core. Using dry nitrogen, slowly pres-
5. Pass bladder pull rod through shell oil port and out
surize bladder with sufficient pressure [approxi-
through valve stem opening. (Refer to Figure
mately 5 psi (34 kPa)] to hold plug and poppet
3-19).
assembly in place.
6. Pull bladder pull rod out of shell with one hand
while feeding bladder into shell with other hand.
FIGURE 3-22. WASHER INSTALLATION

FIGURE 3-20. VALVE STEM INSTALLATION

13. Install washer onto plug and poppet assembly and Charging Procedure
push until seated against anti-extrusion ring. (Re- 1. Mount hose assembly gland nut on pressure
fer to Figure 3-22). regulator.
14. Install O-ring over plug and poppet assembly and
push until seated. DO NOT TWIST O-RING.
15. Install spacer with smaller diameter of the shoul-
der toward shell. Pure dry nitrogen is the only gas approved for use
in brake accumulators. Accidental charging of
16. Install locknut on plug and poppet assembly and oxygen or any other gas in this component may
tighten securely. This will squeeze O-ring into cause an explosion. Be sure pure dry nitrogen gas
place. (Refer to Figure 3-23). is being used to charge accumulators.
NOTE: Remove “Dyna-seal” or O-ring (if equipped)

prior to attaching connector to accumulator gas valve.
Refer to Figure 3-24.
2. Attach swivel connector of hose assembly to gas
valve. Hand tighten sufficiently to compress gas-
ket swivel connector in order to prevent gas leak-
age.
NOTE: If leakage is still present, replacement of the
small copper washer in the swivel connector may be
necessary.
3. Precharge bladder slowly to about 10 psi (69 kPa)

FIGURE 3-23. LOCKNUT INSTALLATION before completely tightening the valve stem nut.
With wrench on valve stem flats, tighten valve
stem nut.
17. Replace pipe plug into plug and poppet assembly.
4. Proceed to inflate accumulator to 1400 ±50 psi
18. Install accumulator on truck and charge according (9653 ± 345 kPa) pressure by slowly opening the
to “Charging Procedure”. pressure regulator valve on nitrogen cylinder,
closing it occasionally to allow needle on pressure
gauge to stabilize (thus giving accurate reading
of precharge pressure). When correct precharge
has been reached, close pressure regulator valve
on nitrogen cylinder securely.
5. Bleeder valve can be used to release any gas
pressure in excess of desired precharge.
6. Replace “Dyna-seal” and valve guard over valve
stem.
NOTE: For recharging only:

Bleed all hydraulic pressure from the system using the
bleed valves on the brake manifold. Remove valve
guard and “Dyna-seal”. Then, follow “Charging Proce-
dure”, Steps 1 thru 6.
FIGURE 3-24. INSTALLATION/REMOVAL OF

"DYNA-SEAL"
1. “Dyna-Seal” 3. Accumulator
2. Accumulator Charging Valve

ACCUMULATORS - FRAME MOUNTED
Figure 3-26 illustrates the (RH) frame mounted brake
circuit accumulators which provide additional oil stor-
age for the front and rear brake circuits.
Removal
1. Place the selector switch in NEUTRAL, turn the
rest switch ON. Turn key switch OFF to shut down
engine and allow at least 90 seconds to allow
steering accumulator oil to drain back to tank.
2. Open Needle valves (6 & 7, Figure 3-1) on brake
manifold (5) and allow the four brake system
accumulators to bleed completely.
3. Remove charging valve guard (2, Figure 3-25)
and loosen small hex on charging valve (3) three FIGURE 3-25. CHARGING VALVES
complete turns. Depress the valve core until all 1. Accumulator 3. Charging Valve
nitrogen pressure has been relieved. 2. Charging Valve
Guard
Make certain only the small swivel hex nut turns.

Turning the complete charging valve assembly
may result in the valve assembly being forced out
of the accumulator by the nitrogen pressure in-
side. Wear protective face mask when discharging
nitrogen gas.
4. Remove oil line (5, Figure 3-26) from bottom of
the accumulator. Plug all hoses and openings to
prevent possible contamination of the system.
5. Attach a lifting device to the accumulator to be
removed.
6. Remove the mounting band capscrews, washers,
and nuts (3)and remove the mounting bands (4).
7. Raise the accumulator until clear of mounting
bracket and move to a clean work area for disas-
sembly.
Installation
1. Lift accumulator into position on the mounting
bracket. Accumulator should be positioned with
the antirotation block positioned between the two
stop blocks on the lower mounting bracket.
2. Secure the accumulator to the mounting bracket
using mounting bands (4, Figure 3-26), cap-
screws, lockwashers and nuts. Do not overtighten
nuts, as this could distort the accumulator. FIGURE 3-26. BRAKE ACCUMULATOR
3. Reconnect oil line to the bottom of the accumula- INSTALLATION
tor. 1. Rear Brake Circuit 3. Capscrews, Washers
4. Precharge both accumulators with pure dry nitro- Accumulator & Nuts
gen as outlined in “Frame Mounted Brake Accu- 2. Front Brake Circuit 4. Mounting Bands
mulator Charging Procedure”. Accumulator 5. Oil Line

Disassembly
1. Remove charging valve (3, Figure 3-27).
2. Remove gland (4).
Note: Figure 3-28 illustrates a tool that can be fabri-
cated locally to aid in removing the gland.
3. Remove plugs and/or adaptor (10 & 11). Using a

round rod, push piston (6) out of accumulator.
4. Remove piston rings (7) and seal (8).

1. Clean parts using fresh cleaning solvent, lint free
wiping cloth and filtered compressed air. All parts
must be absolutely free of any foreign matter
larger than 3 microns.
2. Inspect piston for damage. If scored or otherwise
damaged, replace with a new part.
3. Minor defects in the housing bore may be cor-
rected by honing.
a. Measure the bore at several places along the
length of the housing. Make two measure-
ments, 90° apart at each point to verify tube is
not out-of-round.
FIGURE 3-27. ACCUMULATOR ASSEMBLY

1. Capscrew 7. Bearing
2. Cover 8. “T” Ring Seal
3. Charging Valve 9. Housing
4. Gland 10. Plug
5. O-ring & Backup Ring 11. Plug
6. Piston FIGURE 3-28. GLAND REMOVAL TOOL
(Fabricate Locally)

b. Verify housing I.D. does not exceed 8.002 in. TESTING
(203.25 mm).
To carry out the testing required, it will be necessary
c. Check dimensions frequently during honing to check for internal and external leaks at high pres-
operation to prevent removal of too much ma- sure. A source of 5000 psi (35 MPa) hydraulic pressure
terial. Do not hone gland seal area. and nitrogen pressure of 1400 psi (9.65 MPa) will be
4. If housing defects can not be removed within the required. A small water tank with the necessary safety
above limits, replace the housing. guards in place will be necessary for a portion of the
test.
Repair of the housing by welding, machining or

plating to salvage a worn area is NOT APPROVED. Do not stand near gland during test procedure. A
These procedures may weaken the housing and box enclosure made of heavy steel plate is recom-
result in serious injury to personnel when pressur- mended to contain the accumulator during oil
ized. pressurization test.
5. Clean parts thoroughly to remove abrasive resi-
due after honing.
1. Fill each end of the accumulator with approxi-
mately 3.75 gallons (14.2 Liters) of clean type C-4
hydraulic oil. Install an adaptor on the oil end to
Assembly
connect to hydraulic power source. Plug remain-
ing ports.
a. Apply 5000 psi (35 MPa) oil pressure.
b. Verify no external leakage exists.
Assemble the accumulators in a dust and lint free
c. Verify no structural damage exists.
area. Maintain complete cleanliness during as-
sembly to prevent possible contamination. 2. Release pressure and remove oil side fitting.
3. Drain oil. Leave port open.
1. Install a new seal (8, Figure 3-27) on piston. Install 4. Pressurize gas end of accumulator with approxi-
new bearings (7). Coat seal and bearings with a mately 100 psi (690 kPa) nitrogen pressure to
small amount of petroleum jelly. move piston to bottom of housing.
2. Install the piston with the concave side toward gas 5. Submerge oil end of assembly in water.
end (gland end) of accumulator cylinder housing 6. Apply 1400 psi (9.65 MPa) nitrogen pressure to
(9). Push the piston to the center of of the housing. gas end and observe for 20 minutes. No leakage
3. Install new O-rings and backup rings (5) on gland (bubbles) is permitted.
(4). Coat seals with a small quantity of type C-4
7. Release nitrogen pressure and remove assembly
hydraulic oil.
from water.
4. Install gland and tighten to 850 ft. lbs. (1152 N.m)
8. Drain any remaining oil or water.
torque using tool as shown in Figure 6-5.
9. If the accumulator is to be placed in storage, add
5. Install charging valve (3) with new O-ring. Tighten 3 pints (1.5 L) of rust preventive oil in the nitrogen
charging valve large hex nut to 16.5 ft.lbs. (22.3 side of the accumulator. Add 1 pint (0.5 L) in the
N.m) torque. oil side. If the accumulator will be used immedi-
6. Install pressure switch. Install pressure test fittings ately, type C-4 hydraulic oil may be used instead
in bottom of housing. (See “Testing” below.) of rust preventive oil. Plug all open ports.
10. Verify all warning and caution labels are attached
and legible (Refer to parts book if replacements
are required).

ACCUMULATOR CHARGING 1. Valve Cap
PROCEDURE 2. Seal
3. Valve Core
(Frame Mounted Brake Accumulators) 4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-ring
Do not loosen or disconnect any hydraulic line or 8. Valve Stem
9. O-ring
component until engine is stopped and key switch
has been “Off” for at least 90 seconds and the
brake accumulators have been manually bled
down.
Pure dry nitrogen is the only gas approved for use
in the brake accumulators. The accidental charg-
ing of oxygen or any other gas in this compartment
may cause an explosion. Be sure pure dry nitrogen
gas is being used to charge the accumulators.
When charging or discharging the nitrogen gas in 7. Connect the nitrogen charging kit to the charging
the accumulators, be sure the warning labels are valves. Open the regulator and charge the accu-
observed and the instructions regarding the mulators simultaneously to 1400 psi (9.8 MPa).
charging valve are carefully read and understood. NOTE: When charging the accumulators, allow ade-
1. With engine shut down, the Rest switch ON and quate time for the system to fully charge. Insure all oil
key switch in the OFF position, allow at least 90 has returned from the accumulators to the hydraulic
seconds for steering accumulators to bleed down. tank.
Turn steering wheel to be certain no oil remains 8. Shut off charging kit and check pressure gauge
in accumulators. reading. If gauge does not maintain 1400 psi (9.7
2. Open the bleed valves (6 & 7, Figure 3-1) located MPa) continue charging procedure until pressure
on the brake manifold in the hydraulic compo- is stabilized.
nents cabinet to completely bleed the pressure 9. Remove the charging kit and tighten small hex nut
from all brake system accumulators. on charging valve to 4 ft.lbs. (5.4 N.m) torque.
3. Remove charging valve guards.
NOTE: If a new charging valve was installed, the valve
stem must be seated as follows:
a. Tighten small hex swivel nut to 10.5 ft.lbs.
(14.2 N.m) torque.
If nitrogen pressure is present in the accumula- b. Loosen swivel nut.
tors, make certain only the small swivel hex nut is
turned during the next step. Turning the complete c. Retighten swivel nut to 10.5 ft.lbs. (14.2 N.m)
valve assembly may result in the valve assembly torque.
being forced out of the accumulator by the nitro- d. Again, loosen swivel nut.
gen pressure inside. e. Finally, tighten swivel nut to 4 ft.lbs. (5.4 N.m)
torque.
4. Remove charging valve cap (1, Figure 3-28). Turn 10. Install charging valve cap (1) and tighten finger
small swivel hex nut (4) three complete turns tight. Install charging valve guard and tighten
counterclockwise. capscrews to 25 ft.lbs. (33.9 N.m) torque.
5. Depress the valve stem and hold down until all 11. Close brake accumulator bleed valves.
nitrogen has been released.
12. If necessary, recharge the smaller brake accumu-
6. If a loss in nitrogen pressure is the reason for
lators. Refer to “Accumulators, Hydraulic Compo-
recharging, inspect the charging valve and accu-
nents Cabinet, Charging Procedure”.
mulator for damage. Replace or repair items, as
necessary, before charging procedure. 13. Operate truck and check brake system operation.

RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED)
Due to wear, the Retarder Control Lever assembly (4,
Figure 3-30) may occaionally require adjustment or
repair.
Lever Assembly Removal Lever Assembly Installation

Adjustment of the lever assembly or replacement of 1. Connect harness connecter (5, Figure 3-30) to
the potentiometer requires removal of the assmbly lever assembly (4).
from the steering column. Install lever assembly to steering column (3).
2. Install capscrews (1) and lockwashers (2).
1. In the operator cab, remove the capscrews (1,
Tighten socket head capscrews to 36 in. lbs. (4.1
Figure 3-30) and lockwashers (2) from steering
N.m) torque.
column (3).
2. Disconnect harness connecter (5) from lever as-
sembly (4).
FIGURE 3-30. COLUMN-MOUNTED RETARDER CONTROL LEVER
1. Capscrew, Socket Hd. 5. Harness Connector 9. Locknut 13. Bracket

2. Lockwasher 6. Capscrew, Socket Hd. 10. Washer, Tanged 14. Shaft
3. Steering Column Assy. 7. Lockwasher 11. Spring, Disc 15. Lever
4. Retarder Control Assy. 8. Potentiometer (Switch Assy.) 12. Washer, Internal Tang 16. Handle

Disassembly and Adjustment Assembly
1. Remove the capscrews (6, Figure 3-30) and lock- 1. If handle (16, Figure 3-30) or lever (15) has been
washers (7) from lever assembly. removed from shaft (14), assemble as follows:
2. Remove potentiometer (8). a. Apply Loctite #271 to lever (15) and install
3. Bend tangs on washer (10) away from slots in lever fully into shaft (14).
locknut (9). b. Apply Loctite #271 to opposite end of lever
a. If the lever assembly is to be completely disas- (15) and install handle (16) onto lever.
sembled, loosen and remove locknut (9), along Hand Tighten Only!
with tang washer (10), spring (11), and washer 2. Inspect the shaft bore and interior friction faces of
(12). Remove handle and shaft assembly (14). bracket (13) and remove any scratches or burrs,
Wash parts in clean solvent and inspect for or replace bracket.
excessive wear, burrs, or scratches. Lightly lubricate the surfaces with a Multi-Purpose
Replace defective parts. EP NLGI Consistency #2 grease.
b. If the lever assembly only requires adjustment, 3. Insert the lever, handle, and shaft assembly into
loosen or tighten locknut (9) as follows: bracket (13), and install washer (12), new spring
(11) [with the outer spring diameter against
The lever assembly should be adjusted such
washer (12)], tang washer (10), and locknut (9)
that the frictional forces will hold the lever firmly
onto shaft (14).
in the position selected by the operator. At the
same time, the adjustment should not be so 4. Tighten and secure locknut (9) as described in
tight as to cause the operator to use undue step 3.b. "Disassembly and Adjustment".
force to move the lever. 5. Move lever to the "UP" position as far as travel
The position of the lever should remain station- permits. Align slot in potentiometer (8) with key
ary without moving down (applying the re- on shaft (14) and rotate pot until capscrew holes
tarder) from its own weight or due to machine line up with bracket.
vibrations during truck operation. Install washers (7) and capscrews (6) to secure
pot to bracket.
When the desired adjustment is obtained, bend
Tighten the socket head capscrews to 36 in. lbs.
tang on washer (10) into slot on locknut (9).
(4.1 N.m) torque.
Potentiometer Check 6. Install lever assembly to steering column.
The potentiometer (8, Figure 3-30) is spring-loaded to

the "OFF" position. With the switch assembly removed
from the lever assembly, make the following checks:
1. Rotate the "pot" clockwise to full "ON" and re-
lease. Be sure that the spring returns the "pot" to
the "OFF" position.
2. Using a reliable volt-ohm meter, 0 ohms should
be read in the "OFF" position.
3. Rotate the "pot" clockwise to full "ON" and hold.
2500 ±500 ohms should be recorded.
Replace the potentiometer if it does not meet
these specifications.

NOTES

BRAKE CIRCUIT CHECK-OUT PROCEDURE
The brake circuit hydraulic pressure is supplied from NOTE: If internal leakage within the steering circuit is
the steering circuit at the bleed down manifold. Some excessive, this also may contribute to problems within
brake system problems, such as spongy brakes, slow the brake circuit. Be certain that steering circuit leak-
brake release, or abnormal operation of the overhead age is not excessive before troubleshooting brake
display panel mounted “Low Brake Pressure” warning circuit. For Steering Circuit Test Procedure, refer to
light can sometimes be traced to internal leakage of Section “L”, Hydraulic System.
brake components. If internal leakage is suspected,
refer to Brake Circuit Component Leakage Test.

1. Rear Brake Accumulator 11. Brake Lock Shuttle Valve 21. Park Brake Pressure Switch
2. Charging Valve 12. Brake Manifold 22. Stop Light Pressure Switch
3. Front Brake Accumulator 13. Pressure Reducing Valve (PR) 23. Brake Lock Degradation Switch
4. Charging Valve 14. Brake Lock Solenoid (SV1) 24. Rear Brake Pressure Test Port (B1)
5. Relief Valve (Hoist-Power Down) 15. Park Brake Solenoid (SV2) 25. Front Brake Pressure Test Port (B2)
6. Hoist Pilot Valve 16. Front Brake Accum. Bleed Valve 26. Manifold
7. Dual Relay Valve 17. Automatic Apply Valve 27. Brake Warning Delay Timer
8. Differential Pressure Sw. 18. Low Accum. Test Port (LAP1) 28. Brake Warning Relay
9. Hoist-Up Limit Solenoid 19. Rear Brake Accum. Bleed Valve 29. Park Brake Release Press. (PK2)
10. Check Valve (Hoist Circuit) 20. Low Brake Pressure Switch
J04020 3/01 Brake Circuit Checkout J4-1

The steering circuit can be isolated from the brake The steering accumulator can be bled down with en-
circuit by removing the brake supply line from the gine shut down, turning key switch “Off”, and waiting
check valve tee below the bleeddown manifold. 90 seconds. Confirm the steering pressure is released
Plug the brake supply line and cap the port in the check by turning the steering wheel - No front wheel move-
valve fitting. (see WARNING below) ment should occur. Open both bleed down valves on
brake manifold to bleed down all four brake accumu-
lators.

components in the hydraulic circuits, or installing
test gauges, ALWAYS bleed down hydraulic steer-
ing and brake accumulators.
wheels are blocked to prevent possible rollaway.
trating the skin and cause serious injury, and pos-
sibly death, if proper medical treatment by a
physician familiar with this type of injury is not
received immediately.
FIGURE 4-2. BRAKE MANIFOLD
J4-2 Brake Circuit Checkout J04020 3/01

BRAKE CIRCUIT ABBREVIATIONS EQUIPMENT REQUIRED
AA Automatic Apply Pressure Included on the last page of this module is a data sheet
to record the information observed during the hydraulic
AF2 Accumulator, Front Brake
brake system check-out procedure. The data sheet
Supply Pressure to Brake Valve for can be removed, copied, and used during the check-
AF1
Front Brakes out procedure.
AR2 Accumulator, Rear Brake
Supply Pressure to Brake Valve for * Steps indicated in this manner should be recorded
AR1 on the data sheet for reference.
Rear Brakes
BF Brake Pressure, Front
BL Brake Lock Apply Pressure The following equipment will be necessary to properly
check-out the hydraulic brake circuit:
BR Brake Pressure, Rear
• Hydraulic brake schematic, refer to Section “R”
Cavity Plug, One Direction Flow - this manual.
CP1
No specific function in this application.
• Calibrated pressure gauges:
CV, CVR,
Check Valve > One 0-5000 psi (0-34,475 kPa) range.
CVF
> Three 0-3000 psi (0-20,685 kPa) range.
DSV High Pressure Shuttle Valve
• One PB6039 female quick disconnect and hose
LS Low Pressure Shuttle Valve long enough to reach from brake cabinet to the
Pressure Tap Test Port inside of the operator’s cab for each gauge.
LAP1 • Accumulator charging kit (EB1759 or equiva-
Low Accumulator Pressure
lent) with gauges and dry nitrogen.
Low Brake Pressure Switch
LAP2
N.C., 1850 ±75 psi (12.95 MPa)
NVF Front Accumulator Manual Drain Valve
NVR Rear Accumulator Manual Drain Valve
PK1 Park Brake Release Pressure
PK2 Park Brake Release Pressure
Park Brake Pressure Switch
PK3
N.C., 1250 psi (8.75 MPa)
Brake Lock Pressure Regulator
PR
2000 psi (13.8 MPa)
Automatic Apply Valve
PSV
1650 psi (11.55 MPa)
SP1 Supply Oil Inlet
SV1 Brake Lock Solenoid
SV2 Park Brake Solenoid
T1 Return To Tank

INITIAL SYSTEM SET-UP
Prior to checking the brake system, the hydraulic
steering system must be operating properly, have
correct accumulator precharge and be up to normal
operating temperatures. Refer to Section L, “Hydraulic
System”, for steering system operation troubleshoot-
ing procedures and specifications.
Be certain brakes have been properly bled to remove
trapped air. Refer to “Wet Disc Brake Bleeding Proce-
dure” in this Section. Also, prior to checking the brake
system, make certain the parking brake is functioning
properly. Refer to parking brake this section.
1. Apply the parking brake, put selector switch in
NEUTRAL, place the Rest switch in the ON posi-
tion, turn the key switch OFF to shut down the
engine, and allow approximately 90 seconds for
the steering accumulators to bleed down. Confirm
the steering pressure is released by turning the
steering wheel - no movement should occur. FIGURE 4-3. BRAKE CABINET PORT
Block the truck wheels. IDENTIFICATION
NOTE: Leave Rest switch in the ON position and the (Viewed from Bottom of Cabinet)
GF Cutout Switch in the CUTOUT position throughout 1. AR1: Rear Brake Oil Supply to Brake Valve
brake tests. (See Figure 3-1, page E3-2, Propulsion 2. AA: Automatic Apply Oil Supply to Brake
System, for GF switch location.) Valve
3. AF1: Front Brake Oil Supply to Brake Valve
2. Open each brake accumulator bleeddown valve
4. PK1: Oil Supply to Park Brake
and precharge both brake manifold accumulators
5. T1: Oil Return to Hydraulic Tank
(1 & 3, Figure 4-1) to 1400 psi (9,652 kPa). Move
6. SP1: Brake System Oil Supply from
the charging kit to the frame mounted accumula-
Bleeddown Manifold and filter
tors (behind right front tire) and precharge both
7. To “B1” Port on Brake Valve
accumulators to 1400 psi (9,652 kPa). Allow gas
temperature to approach ambient temperature 5. Set park brake. Release brake lock.
before completing precharge process.
* Record on data sheet. 6. Start engine. Observe rising brake pressures as
system charges.
NOTE: For best performance, charge accumulators in Brakes should release at approximately 1650 psi
the ambient conditions in which the machine will be (11,375 kPa) both front and rear.
operating.
7. Actuate brake lock. Turn parking brake switch
3. Close both accumulator bleeddown valves. OFF. Rear brake pressure should not exceed
4. Install pressure gauges at: 2000 ±100 psi (13,788 ±690 kPa).
Release brake lock.
a) Front brake test port “B2” (in brake cabinet) -
3000 psi (20,685 kPa) gauge. * Record on data sheet.
b) Rear brake test port “B1” (in brake cabinet) - 8. Slowly depress brake pedal and note brake valve
3000 psi (20,685 kPa) gauge. pressures. If the rear brake circuit exceeds 2400
c) Park brake release pressure “PK2” (29, Figure psi (16,545 kPa) at the “B1” test port or front brake
4-1). (in brake cabinet) - 3000 psi (20,685 kPa) circuit exceeds 2400 psi (16,545 kPa) at the “B2”
gauge. test port, correct the problem before proceeding.
This brake valve may require adjustment or a dual
d) Low accumulator pressure test port “LAP1"
relay valve may be malfunctioning.
(front side of brake manifold) - 5000 psi (34,475
Refer to repair procedures, this section.
kPa) gauge.
* Record on data sheet.

BRAKE SYSTEM CHECKOUT 18. Quickly and completely depress pedal. Verify that
within 1 second after brake is applied:
NOTE: Unless otherwise specified, perform the follow-
ing checks with engine running, Rest switch in the ON Left front brake pressure reads 2400 ± 75 psi
position, park brake ON and brake lock released. (16,545 ±517 kPa)
9. Apply brake lock. Turn the parking brake switch Right front brake pressure reads 2400 ± 75
to the OFF position: psi (16,545 ±517 kPa).
Verify park brake indicator lamp is off. Both pressures must remain above their mini-
Verify park brake release pressure (gauge in- mum values for a minimum of 20 seconds.
stalled in “PK2” port in hydraulic cabinet) is * Record on data sheet.
2700 ±100 psi (18,615 ±690 kPa). 19. Release pedal, assure that each circuit’s pressure
* Record on data sheet. is zero.
10. Cycle park brake several times to assure crisp 20. Remove gauges from front brake test ports and
application and release of oil pressure when install at the “B1” and “B2” test ports in the hydrau-
switch is OFF. lic cabinet.
11. Place parking brake switch in the ON position and 21. Disconnect circuit #52B wire on the coil of the
release the brake lock. brake lock solenoid (SV1) (14, Figure 4-1). Install
a jumper wire between circuits #33 and #33W at
12. Install a 3000 psi (20,685 kPa) pressure gauge at
the brake warning delay timer (27, Figure 4-1).
the “LBP” (9, Figure 4-5) and “RBP” (8) test ports
on the junction block at the left front corner of the 22. Apply the brake lock; the brake lock degradation
rear axle housing. switch should close:
13. Very slowly depress brake pedal. Force feedback Verify the warning buzzer turns on.
of pedal on foot should be smooth with no abnor-
Verify the low brake pressure warning lamp il-
mal noise or mechanical roughness.
luminates.
14. Slowly depress brake pedal:
23. Depress the brake pedal until the warning stops.
Verify brake indicator lamp and stop lights illu-
24. Very slowly, release the brake pedal while ob-
minate at 75 ± 5 psi (517 ±34 kPa) rear brake
serving the “B1” pressure gauge:
pressure.
* Record on data sheet. Verify warning resumes when pressure drops
to 1000 ±25 psi (6,895 ±172 kPa).
15. Quickly and completely depress pedal. Verify that
* Record pressure reading when alarm resumes.
within 1 second after brake is applied:
25. Reconnect #52B wire at brake lock solenoid coil.
Left rear brake pressure (“LBP”, 9) reads
Remove jumper between circuits #33 and #33W.
2400 ± 75 psi (16,545 ±517 kPa).
26. Cycle brake lock several times to assure crisp shift
Right rear brake pressure (“RBP”, 8) reads
of solenoid valve and release of oil pressure.
2400 ± 75 psi (16,545 ±517 kPa).
Verify stop lights illuminate when brake lock is ON.
Both pressures must remain above their mini-
27. Apply brake lock and read brake pressure at “B1”
mum values for a minimum of 20 seconds.
gauge:
Pressure should be 2000 ± 100 psi (13,788
16. Release pedal, assure that each circuit’s pressure ±690 kPa).
is zero.
17. Move the two 3000 psi (20,685 kPa) gauges to the
28. If above pressure is not correct, remove plug on
test ports on the front brake backplates.
end of PR valve (13, Figure 4-1) and adjust to
obtain correct pressure. Reinstall plug after ad-
justment.

Failure Modes Check-Out 36. Turn key switch ON. Very slowly, open the rear
brake accumulator bleeddown valve a small
29. Start engine and allow low brake accumulator amount ([NVR] 19, Figure 4-1) while observing
pressure (LAP1 gauge) to stabilize at or above LAP1 decreasing pressure.
2700 psi (18,613 kPa).
Verify the low pressure warning lamp and
30. Turn the key switch OFF to shut down the engine, buzzer activate within 100 psi (690 kPa) of
and allow approximately 90 seconds for the steer- the pressure recorded in step 33.
ing accumulators to bleed down.
31. Disable the steering pressure switch by unplug-
ging the diode between circuits #33 and #33F on
diode board DB1 in the auxillary control box or by Verify the brake pressures “B1” and “B2” be-
disconnecting the wires at the steering pressure gin to rise within 100 psi (690 kPa) of the auto
switch. apply set point pressure recorded in step 33.
32. Turn the key switch ON. After 2 minutes, record * Record on data sheet.
the low accumulator pressure (LAP1) gauge read-
ing.
37. Reinstall diode on diode board DB1 or connect
If pressure decreases to less than 2100 psi wire harness at steering pressure switch.
(14,480 kPa), internal system leakage is ex-
cessive. The source of the leakage must be 38. Start engine and allow low brake accumulator
identified and repaired. pressure (LAP1 gauge) to stabilize at or above
2700 psi (18,613 kPa).
39. Shut down engine but do not turn key switch OFF.
(Do not allow steering accumulators to bleed
33. Very slowly, open the front brake accumulator down.)
bleeddown valve a small amount ([NVF] 16, Fig-
40. While observing pressure gauges, make repeated,
ure 4-1) while observing LAP1 decreasing pres-
slow, brake applications until auto apply comes
sure.
on.
The low brake pressure lamp and buzzer
Auto apply must not actuate prior to the sixth
must activate when pressure drops to 1850
pedal application.
±75 psi (12,755 ±517 kPa).
41. Turn the key switch OFF and allow the steering
When the LAP1 pressure reaches 1650 psi
accumulators to bleed down.
(11,375 kPa) brake pressures “B1” and “B2”
should begin to rise (auto apply). 42. Open both accumulator bleeddown valves and
* Record on data sheet. bleed down the entire brake system. Close valves
after all pressure is released.
43. Disconnect the hose (4, Figure 4-4) that supplies
34. Close the front brake accumulator bleeddown oil to the brake valve (“P2” port), front brake circuit,
valve. Start engine and allow low brake accumu- by removing at the tee attached to the bottom of
lator pressure (LAP1 gauge) to stabilize at or the hydraulic cabinet (brake manifold port “AF1”).
above 2700 psi (18,613 kPa). Cap the tee fitting, but hose must be vented to
35. Turn key switch OFF to shut down engine and atmosphere.
allow the steering accumulators to bleed down 44. Start engine and allow low brake accumulator
completely. pressure (LAP1 gauge) to stabilize at or above
2700 psi (18,613 kPa).

45. Depress the brake pedal very slowly until the brake ! WARNING ! DO NOT attempt to adjust a "red"
differential pressure switch activates the low brake spring to 600 ±50 psi (4 137 ±345 kPa). This will
pressure lamp and buzzer. cause the spring to "bottom out" and the warning
switch will not function properly.
Verify fault indicators are activated at:
For more specific details regarding Table I, refer
Refer to Table I Pressures.
to previous chapter:
BRAKE CIRCUIT COMPONENT SERVICE,
* Record Pressure on data sheet.
BRAKE VALVE,
"Differential Pressure Switch Adjustment".
Table I - Differential Pressure Switch
Adjustment
46. Shut down the engine and turn key switch OFF.
Spring Pressure - Switch Contacts Closing Allow steering accumulators to bleed down.
Color “B1” Valve Spool “B2” Valve Spool 47. Open both accumulator bleeddown valves and
300 ±30 psi 300 ±30 psi bleed entire brake system. Close valves after all
Red pressure is released.
(2 068 ±207 kPa) (2 068 ±207 kPa)
48. Reconnect hose (4, Figure 4-4) to Tee at “AF1”
600 ±50 psi 600 ±50 psi
Green port, bottom of hydraulic cabinet
(4 137 ±345 kPa) (4 137 ±345 kPa)

1. Operator’s Cab 5. To Brake Valve, Port “P1” 9. To Front, Frame Mounted
2. Hoses to Brake Valve & Steering 6. To Brake Valve, Port “B1” Brake Accumulator
Control Valve 7. To Rear, Frame Mounted Brake 10. To Brake Valve, Port “B2”
3. Hydraulic Components Cabinet Accumulator
4. To Brake Valve, Port “P2” 8. To Rear Axle Junction Block, Port “P1”

49. Disconnect the hose (5, Figure 4-4) that supplies
oil to the brake valve (“P1” port), rear brake circuit,
by removing at the tee attached to the bottom of
the hydraulic cabinet (brake manifold port “AR1”).
Cap the tee fitting, but hose must be vented to
atmosphere.
50. Start engine and allow low brake accumulator
pressure (LAP1 gauge) to stabilize at or above
2700 psi (18,613 kPa).
51. Depress the brake pedal very slowly until the brake
differential pressure switch activates the low brake
pressure lamp and buzzer.
Verify fault indicators are activated at:
Refer to Table I Pressures.
* Record Pressure on data sheet.

52. Shut down the engine and turn key switch OFF.
Allow steering accumulators to bleed down.
Open both accumulator bleeddown valves and FIGURE 4-5. REAR BRAKE HOSES
bleed entire brake system.
Close valves after all pressure is released.
53. Reconnect hose (5, Figure 4-4) to Tee at “AR1” 1. BS - Left & Right Brake Cooling Oil Supply
port, bottom of hydraulic cabinet. 2. LBR - Left Brake Cooling Return Line
3. T - Return To Tank
54. Remove all test equipment and verify all hoses 4. P1 - Pressure Inlet From Accumulator
have been reconnected. 5. Axle Housing
6. Wheel Motor
7. RBR - Right Brake Cooling Return Line
NOTE: If hoses (4, Figure 4-5) and (10) are switched, 8. RBP - Right Brake Pressure Test Port
the rear brakes will be slow to apply and slow to 9. LBP - Left Brake Pressure Test Port
release. 10. PX - Pilot Inlet/Brake Apply Line
11. PB - Parking Brake

BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brakes are Locked, Service and/or Parking

Parking brake solenoid is de-energized. Check power to solenoid
Connections to tank and pressure ports reversed. Correct the plumbing.
Parking brake solenoid coil defective. Replace coil.
Parking brake solenoid valve defective. Replace solenoid valve.
Tank line is plugged or restricted. Remove restriction.
TROUBLE: Both Brake Circuits are Dragging

Tank line has back pressure. Ensure tank line has no back pressure.
Pedal set screw out of adjustment; residual pressure. Adjust pedal deadband with set screw.
TROUBLE: One Brake Circuit is Dragging

Obstruction in the brake valve subassembly. Remove obstruction.
Brake valve is out of balance. Adjust balance according to instructions.
Actuator piston defective. Replace piston.
Brake valve is defective. Rebuild or replace brake valve assembly.
A dual relay valve is defective Rebuild or replace dual relay valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure

Internal malfunction of modulating section of Brake Check steering/brake pump system and accumula-
Valve. tors.
Supply pressure is low. Adjust collars according to instructions.
Improper collar adjustment on brake valve.
Remove, disassemble, clean, and inspect brake valve.
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied
Short in electrical system. Check wiring.
Brake accumulator bleeding down. Valve Open; close valve.
Differential pressure switch defective. Check brake valve and dual relay valves; replace
switch assembly.
Brake warning relay defective. Replace relay.

TROUBLE: Differential Pressure Warning Circuit activates Briefly When Brakes are Applied or Released
Brake valve out of balance (not tracking). Check the switch and replace if defective.
Check differential pressure switch adjustment. Refer
Differential pressure switch is defective or improperly
to Table I - Differential Pressure Switch Adjustment.
adjusted.
NOTE: If the differential pressure switch is O.K. and
the differential pressure is 300 ±30 psi (2 068 ±207
kPa), replace "red" spring in Differential Pressure
Switch Assembly with "green" spring and re-adjust
differential pressure to: 600 ±50 psi (4 137 ±345 kPa).
Accumulator precharge/leak. Check accumulators and recharge if necessary.
Problem in brake valve subassembly. Remove, disassemble, clean, and inspect brake valve
assembly or replace it.
Dual relay valve defective Inspect and repair dual relay valve(s)
Air in one brake circuit. Bleed brakes.
Small leak in one circuit. Inspect brake system and repair leaks.
Brake warning delay timer defective Replace timer.
Adjust collars according to instructions.
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
Leak or other malfunction in one brake circuit. Inspect brake system and repair leaks.
Brake valve balance is out of adjustment. Adjust collars according to instructions.
Differential pressure switch is defective or improperly Check the switch and replace if defective.
adjusted. Check differential pressure switch adjustment. Refer
See NOTE: above.
A dual relay valve is defective Inspect and repair dual relay valve(s)
TROUBLE: The Differential Pressure Warning Circuit is not Operating

Low Brake Pressure lamp is burned out. Replace bulb.
Electrical problem. Check switch circuit wiring.
Differential pressure switch is defective or improperly Check the switch and replace if defective.
adjusted. Check differential pressure switch adjustment. Refer
See NOTE: above.
Problem in brake valve assembly. Remove, disassemble, clean, and inspect, or replace
brake valve.
Dual relay valve defective Inspect and repair dual relay valve(s)
Brake warning relay defective. Replace relay.

TROUBLE: The Low Pressure Warning Circuit Not Operating Properly

The Low Brake Pressure lamp is burned out. Replace the bulb.
The electrical circuit is open. Check switch circuit wiring.
Pressure switch defective. Replace the pressure switch.
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper

Short in electrical system. Check wiring.
Pressure switch is defective. Replace the switch.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low

Steering circuit is malfunctioning. Check steering circuit pressures.
The pump is worn. Rebuild or replace pump.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator bleeddown valve is open. Close valve, check precharge.
Accumulator precharge is low. Recharge accumulator
Leak in one circuit. Check plumbing.
Malfunction in brake valve. Remove, disassemble, clean, reassemble; or replace.
TROUBLE: A “Squeal” is Heard When Controller is Operated

Rapid operation of controller. Normal
Brake Valve assembly is damaged. Replace the brake valve assembly.
Hydraulic oil is too hot. Check entire hydraulic system for restriction etc.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected. Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in brake valve assembly. Remove, disassemble, clean, reassemble; or replace.
Damage in brake valve assembly. Repair or replace brake valve assembly.
Dual relay valve malfunctioning Repair or replace dual relay valve assembly.

TROUBLE: Oil is Leaking Around the Pedal Base

Defective seal on top of brake valve. Replace the seal.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Excessive internal leakage in a component. Check all steering and brake system components.
Steering accumulator precharge too high or too low. Check steering accumulator precharge.
Brake Valve plumbed incorrectly. Correct plumbing.
Internal leakage in brake valve assembly. Replace brake valve assembly.
Internal leakage in dual relay valve assembly. Rebuild or replace dual relay valve
Steering/Brake pump is worn. Rebuild or replace pump.
Pump unloader or compensator not adjusted correctly. Adjust pump pressure controls.

CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
MACHINE MODEL UNIT NUMBER SERIAL NUMBER
I. INITIAL SYSTEM SET-UP

Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out
Procedures.
STEP 2 All brake Accumulators charged to 1400 psi (9.65 MPa).
STEP 7 Maximum rear brake pressure (brake lock).
STEP 8 Maximum rear brake pressure.

Maximum front brake pressure.
II. SERVICE BRAKE SYSTEM CHECK-OUT
Refer to appropriate Service Manual procedures and Bleed brakes; Bleed park brakes.
STEP 9 Park brake indicator light off.

Park brake circuit pressure.
STEP 14 Pressure at which brake indicator light comes on.

Pressure at which stop lights come on.
STEP 15 Left rear brake pressure within one second (LBP).

Right rear brake pressure within one second (RBP).
Brake pressures remain above 2375 psi (16,375 kPa) minimum
for 20 seconds.
STEP 18 Left front brake pressure within one second.

Right front brake pressure within one second.
Brake pressures remain above 2375 psi (16,375 kPa) minimum
for 20 seconds.

CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
STEP 24 Brake lock degradation switch actuation pressure.
STEP 27 Rear brake pressure with brake lock applied.
Failure Modes Check-out
STEP 32 Low accumulator pressure after 2 minutes.
STEP 33 Pressure when warning systems actuate (front brakes).

Pressure at which auto apply actuates.
STEP 36 Pressure when warning systems actuate (rear brakes).

Pressure at which auto apply actuates.
STEP 40 Number of brake applications before auto apply actuates.
STEP 45 Front brake pressure at which differential switch actuates low brake
pressure buzzer and lamp.
STEP 51 Rear brake pressure at which differential switch actuates low brake
pressure buzzer and lamp.
Name of Technician or Inspector Performing Check-Out ...............................................................

WET DISC BRAKE ASSEMBLY
The oil cooled, wet disc brake assemblies mounted on
the front and rear wheels are similar in design. The rear
wheel brakes differ from the front in their mounting
arrangement only. The rear brake assembly requires
an adapter hub (1, Figure 5-1) for installation on the
wheel motor wheel hub.
Each disc brake assembly consists of the following
basic components:
• Ten friction discs
• Nine separator plates
• Two damper discs
• Piston assembly
• Stationary ring gear
• Rotating inner gear
• Floating ring oil seal assembly
OPERATION
The ring gear (4, Figure 5-1) is internally splined to
retain the dampers (8) and separator plates (12). The
separator plates are alternately placed between the
friction faced discs (7) which are splined to the inner
gear (6). The inner gear mounts directly to the wheel
hub on the front wheel brakes. On the rear, the inner
gear requires an adapter hub which mounts on the
wheel hub on the wheel motor.
The inboard side of the assembly contains the piston
(9) which is activated by hydraulic pressure supplied
by the dual relay valves (controlled by the brake valve).
As hydraulic pressure is applied, the piston moves to
compress the rotating friction faced discs against the
stationary steel discs. The friction forces generated
resist the rotation of the wheels. As hydraulic pressure
increases, friction forces are increased and wheel
rotation is slowed until maximum force is reached and
the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The low pressure cooling circuit is completely FIGURE 5-1. WET DISC BRAKE ASSEMBLIES
isolated from the high pressure, piston apply circuit.
Cooling oil flows from the hydraulic tank to the hoist 1. Hub Adapter (Rear Only) 6. Inner Gear
pump, through the hoist circuit high pressure filters, 2. Capscrew & Lockwasher 7. Friction Disc
through the hoist valve, and into the brake housings. 3. Socket Head Screw 8. Damper
A parallel circuit from the hoist valve outlet is con- (Temporary) 9. Piston Assem-
nected to relief valves at the hydraulic tank which limit 4. Ring Gear bly
5. Capscrew & Hardened 10. Seal Carrier
brake cooling circuit pressure to 35 psi (241 kPa). Oil
Washer 11. Back Plate
routed to the front brakes passes through the oil cooler
before entering the front brake housings. In addition,
the brake cooling oil provides lubrication for the front
wheel bearings. Oil exiting the brake housings returns
to the hydraulic tank.
J05018 03/01 Disc Brake Assembly J5-1

MAINTENANCE
Brake disc wear should be checked every 1000 hrs.
using the wear indicator tool (Part Number EF9302),
included in the tool group shipped with the truck. Refer
to Figure 5-2.
BRAKE DISC WEAR INDICATOR

The brake disc wear indicator tool is inserted in a port
which is open to cooling oil. Removal of the inspection FIGURE 5-2. BRAKE WEAR INDICATOR
hole plug to insert the brake disc wear indicator will
cause the loss of some of this oil. Advance planning 1. Cover 5. O-Ring
will help to minimize oil loss. 2. Indicator Pin Face (Ref.) 6. Tool Housing
3. Housing Face (Ref.) 7. O-Ring
Consider scheduling front brake disc wear inspections 4. O-Ring 8. Indicator Pin
along with the recommended 1000 hr. change of hy-
draulic oil and filters. Rear brakes should be inspected
for wear whenever the rear tires are removed. Also
consider obtaining additional brake disc wear indica- Removal/Installation
tor tools for permanent installation on truck. If all brake
assemblies are equipped with disc wear indicators, 1. Place the selector switch in NEUTRAL, apply the
future checks will not require installation and removal. park brake, turn the rest switch ON, turn the key
switch OFF and allow the steering accumulators
to bleed down completely. Block truck wheels.
2. Open the bleeddown valves on the brake manifold
(in the hydraulic components cabinet) and bleed
all pressure from the brake accumulators. Close
valves after pressure is released.
3. Thoroughly clean the brake assemblies, espe-
Before removing test port plugs, always bleed cially the area surrounding cooling oil lines.
down hydraulic steering and brake accumulators. 4. Remove the hex head O-ring plug from the port
The steering accumulators can be bled down with (5, Figure 5-3) next to the cooling line opposite
engine shut down, turning the key switch “Off” and the cooling line (3) with the adjacent brake apply
waiting 90 seconds. Confirm the steering pressure line (2) port. Quickly insert the brake wear indica-
is released by turning the steering wheel - No front tor tool and tighten securely.
wheel movement should occur.
NOTE: The front wheel brakes have a diagnostic
Open bleed down valves located on the brake connector installed for measuring brake apply pres-
manifold. This will allow both accumulators for the sure. The rear brakes do not have a diagnostic con-
rear brakes and both accumulators for the front nector installed on the brake backplate, but instead
brakes to bleed down. have an O-ring plug installed. Do not attempt to install
the brake wear indicator in this port.
wheels are blocked to prevent possible roll-away.
5. Start the engine and allow the steering system to
stabilize and the brake accumulators to fill.
J5-2 Disc Brake Assembly J05018 03/01

6. While fully applying the service brake pedal, check
brake wear as follows:
a. Remove wear indicator cover (1, Figure 5-2).
b. Push pin (8) in until it stops against brake
piston.
c. Measure the distance from indicator pin end
face (2) to housing face (3).
If pin end face (2) is even with the housing
face (3) or below, disc pack is worn to maxi-
mum safe wear limits. Brakes should be
scheduled for rebuild.
If pin end face (2) extends out beyond hous-
ing face (3), brake disc wear is still within al-
lowable limits.
7. Pull pin (8) out until it stops against tool housing

(6) and install protective cover (1).
FIGURE 5-3. BRAKE WEAR INDICATOR
9. Release brakes. Shut down engine, allow steering
INSTALLATION
accumulators to bleed down. Open brake accu-
(Left Front Brake Shown)
mulator bleeddown valves to remove all pressure
from the brake sytem. Close valves after all pres- 1. Brake Assembly 4. Diagnostic Coupler
sure is released. 2. Brake Apply Line 5. Wear Indicator
10. Remove the brake disc wear indicator tool and 3. Brake Cooling Line Installation Port
reinstall O-ring plug in port.
11. To check the remaining brake assemblies, repeat
steps 4. through 10.
NOTE: Checking disc wear in all brake assemblies is

recommended. Disc wear in one brake assembly may
be different from the other due to dissimilar operation
of parts and/or haul profiles which require repeated
braking while steering in one direction only.
12. Refill hydraulic tank as required.

13. If brake repairs are necessary, refer to “Brake
Rebuild”, this section.
NOTE: If any leakage is observed around the brake

disc wear indicator tool, replace O-rings (4, 5 and 7
Figure 5-2).

BRAKE REBUILD
• The brake assembly should be disassembled
and reassembled on a clean, dry work surface.
The surface should be wooden or if metal, cov-
ered with padding to prevent damaged to ma-
chined surfaces.
• Match mark individual parts for correct orienta-
tion prior to disassembly.
• If a rear wheel brake is to be disassembled,
start with step 1 below. If a front wheel brake is
to be disassembled, start the disassembly pro-
cedure at step 5.
The front brake assembly weighs approximately

3210 lbs. (1460 kg) The rear brake assembly
weighs approximately 4000 lbs. (1820 Kg).
Be certain lifting devices are rated to handle the FIGURE 5-4. BRAKE ASSEMBLY
load. (Shown Prepared for Shipping or Storage)
1. Ring Gear 4. Shipping/Storage Bar
Disassembly
2. Back Plate 5. Inner Gear
Rear Wheel Brake Only: 3. Capscrew
Refer to Wheel Motor Rebuild instructions for rear
wheel brake assembly removal. 6. Remove socket head capscrews (2, Figure 5-5).
Lift seal retainer (1) off brake assembly.
1. Verify socket head capscrews (3, Figure 5-1) are
installed at each of the six locations on the back NOTE: Socket head capscrews (2) are required to
plate (11). These capscrews are required to retain retain and position seal carrier on brake back plate
the seal carrier (10) to the back plate when the when the brake assembly is not installed on the wheel
brake assembly is not installed on the truck. hub or during brake assembly shipping or storage.
Shipping bars (4, Figure 5-4) must be installed. Shipping bars (4, Figure 5-4) must be installed to retain
2. Remove the 12-point capscrews and hardened the inner gear inside the brake assembly.
washers (5, Figure 5-1). 7. Remove capscrews (4, Figure 5-5) and hardened
3. Remove capscrews and lockwashers (2) used to flatwashers (5) from backplate (3).
retain the hub to the seal carrier. 8. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of
4. Be certain hub and other parts are marked to the three tapped holes in the back plate. Tighten
ensure proper orientation during reassembly. Lift bolts evenly to lift back plate from ring gear (7).
the hub adaptor (1) from brake assembly. Be Remove and discard O-ring (6).
certain to note shim packs installed at six loca- 9. Noting order of assembly of discs, remove the
tions on between seal carrier and hub. damper (10) from top of stack. Remove friction
discs (11), separator plates (9) and remaining
Both Front and Rear Wheel Brakes:
damper at bottom of stack.
Remove the front wheel brake assembly according to
10. Rotate the brake assembly to position shipping
the instructions in “Front Wheel Hub and Spindle”,
bars on top as shown in Figure 5-4.
Section “G”.
11. Remove capscrews (3) retaining shipping bars (4)
5. Position brake assembly on work surface with ring
to housing.
gear retainer bars on bottom as shown in Figure
5-5.

FIGURE 5-5. INITIAL DISASSEMBLY
1. Seal Carrier 5. Hardened Washer 9. Separator Plate
2. Capscrew 6. O-Ring 10. Damper
3. Back Plate 7. Ring Gear 11. Friction Disc
4. Capscrew 8. Piston Housing 12. Inner Gear
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 lift strap through bars and lift inner gear 15. Position piston assembly with retract springs on
(5) out of brake assembly. Remove shipping bars top as shown in Figure 5-7.
and spacers.
16. Remove capscrews (1, Figure 5-7), spring guides
13. Remove capscrews (2, Figure 5-6) and hardened (2), and piston retract springs (3).
washers (3) from piston housing (1).
NOTE: Capscrew (1) threads are coated with Loctite®
14. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of during assembly. A small amount of heat applied to the
the three tapped holes in the piston housing. piston housing may be required for easier removal.
Tighten bolts evenly to lift housing from ring gear
17. Loosen or remove plugs installed in piston housing
(5). Remove and discard O-ring (4).
ports. Carefully lift piston (4) out of housing (5).
Remove seal assemblies (6 & 7).

Cleaning and Inspection 5. Inspect piston retract springs (3, Figure 5-7).
Check springs for free height and test for height
under load. Replace if not within approximately
10% of specification.
Free Height:
. . . . . . . . . . . 4.00 in. (101.6 mm)
If the brake wear indicator test indicates internal
brake components are worn to the maximum al- Height @ 225 lb. (1000N) working load:
lowable limit, it is recommended that all friction . . . . . . . . . . . 3.351 in. (85.12 mm)
discs, separator plates and dampers should be Height @ 600 lb. (2669N) working load:
replaced with new parts. Always replace seal as- . . . . . . . . . . . 2.750 in. (69.9 mm)
semblies and O-rings with new parts. 6. Inspect friction disks for warping, tooth wear, and
excessive friction material wear. Replace if wear
exceeds minimum groove depth.
1. Clean all parts thoroughly prior to inspection.
2. Remove and discard toric rings from floating ring Disc thickness including friction
oil seal assembly (6, Figure 5-1) in seal retainer material: . . . 0.30 ±0.01 in. (7.7 ±0.3 mm)
and back plate. Inspect seal ring polished (mat- Friction material thickness (new)
ing) surfaces for scratches or other damage. In- . . . . . . . . . . . . . 0.04 in. (1.1 mm)
spect the contact band of the mating faces to Nominal friction material groove depth:
determine amount of wear. . . . . . . . . . . . 0.025 in. (0.63 mm)
NOTE: A new seal will have a contact band (dimension Minimum allowable friction material groove
“A”, Figure 5-8) approximately 0.06 in. (1.6 mm) wide. depth: . . . . . . . . 0.010 in. (0.25 mm)
As wear occurs, the contact band will widen slightly
Flatness over friction material (new)
(dimension “B”) and migrate inward until the inside
. . . . . . . . . . . . 0.018 in. (0.45 mm)
diameter is reached and the entire seal assembly must
be replaced. Remaining seal life can be estimated by 7. Inspect separator plates for warping and tooth
the width of the contact band. wear.
Disc thickness (new)
3. Inspect piston housing for nicks or scratches in . . . . . 0.146 ±0.004 in. (3.7 ±0.1 mm)
piston seal area. If nicks or scratches cannot be Flatness (new)
removed by polishing, replace housing. . . . . . . . . . . . . 0.020 in. (0.5 mm)
4. Inspect piston seal assembly grooves for damage. 8. Inspect damper plate for warping, tooth wear and
excessive facing material wear
Disc thickness, including facing material
(new)
. . . . . 0.323 ±0.020 in. (8.2 ±0.5 mm)
Disc thickness, steel plate only (new)
. . . . . 0.146 ±0.004 in. (3.7 ±0.1 mm)
Flatness, steel plate (new)
. . . . . . . . . . . . 0.020 in. (0.5 mm)
9. Inspect ring gear for excessive tooth wear and
nicks and scratches in O-ring seal grooves.
10. Inspect inner gear for excessive tooth wear and
damage at capscrew holes.
FIGURE 5-8. SEAL WEAR PROGRESSION

Assembly 8. After completion of piston leakage test, release
pressure, remove hydraulic source and drain oil
from piston apply cavity. Plug ports to prevent
contamination.
9. Install O-ring (4, Figure 5-6) in groove of ring gear
The work area must be clean! Handle all parts (5).
carefully to avoid damage to polished sealing sur-
faces. 10. Attach lifting eyes to piston/housing assembly and
lower into position over ring gear. Install cap-
1. Check piston housing (5, Figure 5-7) bore for screws (2) and hardened washers (3). Alternately
nicks, scratches or dirt particles. Position housing tighten capscrews to 575 ft. lbs. (780 N.m) torque.
on work surface with bore facing up. 11. Insert inner gear (5, Figure 5-9) into assembly.
2. Lubricate square section O-ring portion of piston Orient gear as shown.
seal assemblies (6 & 7) with type C-4 hydraulic
12. Place shipping (retainer) bars over piston housing
oil and install in piston (4) grooves. Be certain
as shown in Figure 5-9. Attach bars using 1/2 UNC
O-ring is not twisted.
x 1.75 in. capscrews and lockwashers (7) at outer
3. Lubricate piston groove and outer piston seal ends of bars (4). Insert spacers (9) and 1/2 UNC
rings. Install in grooves over O-rings, using fin- x 8.0 in. capscrews and lockwashers (8) as shown
gers or a smooth rounded object to push seal into to retain inner gear in position.
groove.
4. Install two equally spaced 1/2 UNC x 5.0 in. guide 13. Attach lift eyes to assembly, lift and rotate to place
studs in the housing at the piston retract spring piston housing on the bottom.
mount tapped holes. 14. Install discs as follows:
5. Lubricate housing bore. Install lift eyes and attach a. Insert a damper disc (1, Figure 5-10) into the
an overhead hoist to piston. Position piston over ring gear and inner gear with the friction mate-
housing with retract spring cavity holes aligned rial (down) facing the piston (5).
with studs installed in previous step. Place a b. Insert a friction disc (2) on top of the damper.
spring guide over each stud to aid alignment.
Carefully lower straight into bore until seated c. Install a separator plate (3).
against housing. If necessary, seat piston by d. Continue installing the remaining friction discs
tapping with a soft mallet. and separator discs, alternating each type as
6. Assemble twelve capscrews (1), spring guides (2) installed.
and retract springs (3). Apply Loctite® to cap- NOTE: The disc pack contains a total of ten (10) friction
screw threads and install assembled parts discs, nine (9) separator plates, and two (2) damper
through piston into tapped holes in housing. discs.
Tighten capscrews to 90 ft. lbs. (122 N.m) torque.
e. Install the remaining damper on top of the last
Piston Pressure Test: friction disc with its facing material on top.
(Unfaced side toward top friction disc.)
7. Test piston/housing assembly as follows:
a. Install a plug in one brake apply pressure port 15. Using a new O-ring (6, Figure 5-5), install back
(2, Figure 5-8). plate (3) over ring gear. Be certain back plate is
oriented properly according to the match marks
b. Install a fitting into remaining port and attach a
made during disassembly.
hydraulic pressure test device.
c. Slowly apply pressure and loosen the apply NOTE: A seal carrier socket head capscrew hole on
port plug to bleed air from piston cavity. the back plate should be aligned with the drain plug on
the piston housing.
d. Cycle piston to full stroke ten times by applying
300 psi (2070 kPa) hydraulic pressure. Ob- 16. Install capscrews (4) and hardened washers (5).
serve piston for leakage. Alternately tighten capscrews to 575 ft. lbs. (780
N.m) torque.
NOTE: Minor oil seepage (non-measurable) is permis-
sible. If leakage is greater, disassemble piston assem-
bly and determine cause.

17. Follow procedures in “Floating Ring Seal Assem- 18. Install seal carrier on back plate. Secure in place
bly/Installation” to install seal assembly in cavities with six 1/2 UNC x .75 in. socket head capscrews
in the back plate and seal carrier. to retain seal carrier in position until brake assem-
bly is installed on the truck.
FIGURE 5-9. INNER GEAR INSTALLATION

1. Cooling Oil Port 5. Inner Gear 9. Spacer
2. Brake Apply Pressure ports 6. Drain Plug 10. Wear Indicator Installation Port
3. Piston Housing 7. Capscrew & Washer 11. Ring Gear
4. Shipping Bar 8. Capscrew and Washer
FIGURE 5-10. DISC PACK INSTALLATION

1. Damper 3. Separator Plate 5. Piston
2. Friction Disc 4. Piston Housing

NOTE: After a front wheel brake assembly is installed, Seal Gap Adjustment:
the seal must be setup for proper seal compression.
24. Refer to Figure 5-12 and adjust seal gap:
Refer to “Seal Assembly Gap Check” in Section G,
“Front Wheel Hub and Spindle”. a. Measure seal gap “A” at three equally spaced
locations. Add the three dimensions and divide
19. Assembly is now complete if the brake assembly by 3 to determine an average dimension.
is to be installed on a front wheel. If the brake
b. Add 21.470 in. (545.34 mm) to the average
assembly is to be installed on a rear wheel, follow
dimension determined in previous step.
the additional steps below.
c. Measure dimension “B” at three equally spaced
Rear Wheel Brake Assembly Only: locations. Add the three dimensions and divide
20. Install a new O-ring (1, Figure 5-11) in hub groove. by 3 to determine the average dimension.
d. Subtract the dimension in step c. from the
21. Position hub over seal carrier. Orient the hub
dimension in step b. to determine change in
according to the marks made during disassembly.
shim pack.
to align hub flange holes with seal retainer tapped
holes. e. Add or remove equal quantities and thick-
nesses of shims to the original shim pack as
22. Insert the following shims between hub flange and determined in step d. at the six shim locations.
seal retainer at each pair of capscrews (3) (six The shim pack must provide a final dimension
places): “B” within .005 in. (0.13 mm) of the dimension
Ten . . . . . . . 0.020 in. (0.51 mm) thick calculated in step b.
One (1) . . . . . 0.010 in. (0.25 mm) thick Example:
23. Install capscrews and lockwashers (3) and tighten Step a: average gap “A” = .................... 0.600 in.
securely. Step b: add “A” + 21.470 = ................ 22.070 in.
Step c: average dimension “B” = ........ 22.034 in.
Step d: (“A” + 21.391) - (“B”)= ............. 0.036 in.
Step e: In this example, adding two 0.020 in.
shims would result in a dimension “B” of
22.074 in., and is within the tolerance limit of
0.005 in.
25. Final tighten capscrews (3, Figure 5-11) to 90 ft.

26. Install capscrews and hardened washers (8). It will
be necessary to remove the shipping bars from
the inner gear to access some capscrews. Alter-
nately tighten capscrews to 1995 ft. lbs. (2705
N.m) torque. Replace shipping bars.
FIGURE 5-11. REAR BRAKE, HUB INSTALLATION

1. O-Ring 6. Socket Head Cap-
2. Hub Adapter screw
3. Capscrews & Washers 7. Ring Gear
4. Shims 8. Capscrew & Hard-
5. Seal Carrier ened Washer
9. Inner Gear FIGURE 5-12. SEAL GAP ADJUSTMENT

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, avoid
Floating ring seals should ALWAYS be installed in prolonged skin contact. Use solvents only in well
MATCHED pairs: that is, two new rings OR two rings ventilated areas and use approved respirators to
that have previously run together. NEVER assemble avoid breathing fumes. Do not use near open flame
one new ring and one used ring; or two used rings that or welding operations or other heated surfaces
have not previously run together. exceeding 900°F (482°C). Do not smoke around
ALWAYS USE NEW TORIC RINGS!! solvents.
1. Inspect seal surfaces and mounting cavities for
rough tool marks or nicks that may damage rub- Both ramps must be dry. Use clean, lint-free
ber seal rings. Hone smooth and clean, if re- cloths or lint-free paper towels for wiping.
quired. Remove any oil, dust, protective coating NOTE: Oil from adjacent bearing installations or seal
or other foreign matter from the metal seal rings, ring face lubrication MUST NOT get on the ramp or
the toric rings, and both the housing and seal ring toric until after both seal rings are together in their
ramps. Use tri-chloroethane #111 which is a final assembled position.
non-petroleum base, rapid drying solvent leaving
no film. Allow surfaces to dry completely. Use
2. Install the rubber toric on the seal ring.
clean, lint-free material such as “Micro-Wipes
#05310" for cleaning and wiping.
Make sure it is STRAIGHT! Make sure the

toric ring is not twisted and that it is seated
against the retaining lip of the seal ring ramp. Use
the flash line as a reference guide to eliminate
twist.The flash line should be straight and uniform
around the toric.
NOTE: Handle seal carefully; nicks and scratches on
the seal ring face cause leaks.
FIGURE 5-13. SEAL TERMINOLOGY

1. Seal Ring 6. Seal Ring Face
2. Rubber Toric 7. Seal Ring Ramp
3. Housing Retainer Lip 8. Seal Ring Retainer
4. Housing Ramp Lip
5. Seal Ring Housing

3. Place installation tool onto seal ring with toric.
Refer to Special Tools, Section “M” for installation
tool. Lower the rings into a container of tri-chlo-
roethane until all surfaces of toric ring are wet.
6. If small adjustments are necessary, DO NOT

PUSH DIRECTLY ON THE SEAL RING. Make
any required adjustments with installation tool.
ALTERNATE PROCEDURE:
After positioning the seal squarely over the retain-
ing lip, thoroughly lubricate the ring by spraying
with tri-chloroethane #111.
DO NOT USE Stanosol or any other liquid that
leaves an oily film or does not evaporate quickly. 7. Toric can twist if it is dry on one spot or if there are
4. With all surfaces of toric ring wet, use installation burrs or fins on the housing retaining lip.
tool to position seal ring and toric ring squarely A bulging toric or cocked seal can contribute to
against the seal housing. eventual failure.
APPLY SUDDEN AND EVEN PRESSURE to
pop (push) toric under housing retaining lip.
NOTE: Toric ring must not slip on ramps of either seal

ring or housing. To prevent slippage, – WAIT – at least
two minutes. Let all tri-chloroethane evaporate before
further assembly. Once correctly in place, the toric ring
must roll on the ramps only. If correct installation is
not obvious, repeat steps 3 through 6.
5. CHECK WITH SIGHT GAGE. Check variation in

seal ring “assembled height” in four places, 90°
apart. Height variation around the assembled ring
should not exceed 0.51 ±0.05 in. (1.30 ±0.01 mm)
for brake assembly floating seal or 0.45 ±0.04 in.
(1.14 ±0.01 mm) for the hub seal.

10. Be certain both housings are in correct alignment
and are square and concentric. Move the parts
slowly and carefully toward each other.
8. Wipe the polished metal seal surfaces with clean

tri-chloroethane to remove any foreign material or
fingerprints. No foreign particles of any kind
should be on the seal ring faces. Something as
small as a paper towel raveling will hold the seal
faces apart and cause leakage.
Make certain
seals are square
and concentric
NOTE: Do not slam, bump or drop seals together. High

impact can damage the seal face and cause leakage.
9. 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 & housing together
– WAIT – at least two minutes. Let all tri-chlo-
roethane evaporate. (Some may still be trapped
between toric and housing ramp.)

WET DISC BRAKE BLEEDING Rear Wheel Brakes:
PROCEDURE 7. Crack open the O-ring plug located next to the
NOTE: Rear wheel brakes must be bled prior to cooling oil port and brake apply port on the brake
rear tire installation. backplate. Close plug after oil runs clear and free
of bubbles. Repeat for remaining wheel.
NOTE: The other cooling line has a single hex plug
1. Be certain the hydraulic brake supply (steering
located adjacent. DO NOT use this plug for bleeding
circuit) is operating properly.
brake.
2. If necessary, charge the brake system accumula-
tors. Refer to “Hydraulic Brake Accumulators“, Front Wheel Brakes:
earlier in this Section of the manual. NOTE: The front wheel brakes are equipped with a
3. Be certain bleeddown valves on brake accumula- diagnostic coupler on the brake backplate. A hose with
tor manifold are closed. a mating fitting can be attached and used to direct the
4. Check hydraulic tank oil level and correct if nec- oil into a container during the bleeding process.
essary.
5. With the wheels securely blocked, start the engine 8. Attach a hose to the diagnostic coupler on the
and allow accumulators to fill. brake backplate (brake apply pressure circuit).
9. Slowly depress the brake pedal until the service
6. Slowly depress the brake pedal until the service
brake is partially applied.
brake is partially applied.
10. After oil stream is clear of air, remove hose from
coupler. Release brake pedal.
11. Repeat steps 8 through 10 for the remaining
wheel.
12. Shut down engine, allow steering accumulators to
bleed down and check hydraulic tank oil level.

PARKING BRAKE
The Model 930E truck is equipped with a dry disc type When the parking brake switch is placed in the ON
parking brake assembly mounted on each wheel motor position, the parking brake solenoid valve (SV2) lo-
rotor shaft. The parking brake assemblies are inboard cated on the brake manifold in the hydraulic compo-
mounted and can be accessed through the rear axle nents cabinet is de-energized, removing hydraulic
housing door. pressure from the parking brake assemblies. Internal
belleville springs in the park brake assemblies act on
The parking brake is intended to prevent truck move-
the piston to compress the disc pack, preventing rota-
ment after the vehicle has stopped, the engine is shut
tion of a gear (4, Figure 7-1) mounted on the wheel
down, and when the truck is left unattended. The
motor rotor shaft.
parking brake is not for use during truck loading or
dumping operations. Refer to the “Operation and Main- When the parking brake is switched to the OFF posi-
tenance Manual” for additional brake system operation tion, pressurized oil is supplied to the brake assemblies
instructions. through the (energized) parking brake solenoid valve.
Oil pressure applied to the parking brake piston com-
OPERATION presses the belleville springs, releasing the discs to
allow the wheel motor rotor gear to rotate.
The parking brake is a spring applied, hydraulically
released, multiple disc type brake, actuated by the System interlocks prevent application of the parking
parking brake switch mounted on the instrument panel brake if the truck is in motion.
in the operator’s cab.
FIGURE 7-1. PARKING BRAKE

INSTALLATION
(RH Shown)
1. Wheel Motor Mounting Flange

2. Wheel Motor
3. Parking Brake Assembly
4. Gear (Motor Rotor Shaft)
5. Retainer Plate
6. Capscrew & Hardened
Washer
7. Park Brake Supply Hose
8. Cooling Air Duct Mount
9. Capscrew & Lockwasher
J07010 12/98 Parking Brake J7-1

MAINTENANCE Removal
The parking brake system requires periodic inspection Parking brake repairs should be performed when the
to determine the amount of wear incurred to insure wheel motor is removed from the truck whenever pos-
adequate brake torque is available. The following in- sible. If repairs are necessary when the wheel motor is
spection should be made at 500 hour intervals. installed, it will be necessary to setup a lifting device
inside the rear axle housing to support the weight of
Inspection the brake assembly when it is removed from the wheel
motor.
1. Apply the parking brake, put selector switch in If repairs are made when the wheel motor is removed,
NEUTRAL, place the Rest switch in the ON posi- follow the appropriate procedures below. If repairs
tion, turn the key switch OFF to shut down the must be accomplished with the wheel motor installed
engine, and allow approximately 90 seconds for on the truck, follow all procedures listed below.
the steering pressure is released by turning the
steering wheel - no movement should occur.
Block the truck wheels.
2. Open brake accumulator bleeddown valves lo-
cated on brake manifold inside the hydrauilc com-
ponents cabinet behind the cab. Allow adequate The parking brake assembly weighs approximately
time for the accumulators to bleed down com- 350 lbs. (159 kg). Be certain a lifting device capa-
pletely. ble of supporting the weight is used to support the
brake assembly when removed.
3. Open the rear axle housing access door and
remove wing nuts retaining duct inside door. Re-
move duct tube and open access covers inside 1. Apply the parking brake, put selector switch in
axle housing. NEUTRAL, place the Rest switch in the ON posi-
4. Observe for signs of oil leakage or damage. tion, turn the key switch OFF to shut down the
engine, and allow approximately 90 seconds for
5. Measure amount of disc wear as follows:
a. With the parking brake applied, insert a depth the steering pressure is released by turning the
micrometer through one of the piston position steering wheel - no movement should occur.
holes (18, Figure 7-2) and record the dimen- Block the truck wheels.
sion.
2. Block wheels securely to prevent truck movement
b. Repeat step a., measuring through the other during parking brake repair.
two holes and recording the dimensions.
3. Open brake accumulator bleeddown valves lo-
c. Add the three measurements and divide the cated on brake manifold inside the hydrauilc com-
total by 3 to determine the average. ponents cabinet behind the cab. Allow adequate
d. If the resulting average of the three measure- time for the accumulators to bleed down com-
ments is greater than 0.969 in. (24 mm), the pletely.
parking brake assembly must be removed and 4. Open the rear axle housing access door and
rebuilt. remove wing nuts retaining duct inside door. Re-
move duct tube and open access covers inside
6. Repeat step 5 for the other parking brake assem- axle housing. Remove ducts as required to setup
bly. a lifting device for brake removal.
7. After inspection is complete, close duct access 5. Disconnect park brake apply supply hose (7, Fig-
covers and reinstall duct outlet tube. ure 7-1).
6. Remove capscrews and lockwashers (9). Install
guide studs in two of the mounting holes to sup-
port brake assembly when removed from wheel
motor frame.
7. Slide parking brake assembly out of wheel motor
frame and off inner gear (4). Remove from axle
housing
J7-2 Parking Brake J07010 12/98

Gear Removal: Park Brake Installation:
If the rotor shaft gear (4, Figure 7-1) is worn, damaged NOTE: Two oil supply ports are provided on the lower
or otherwise requires removal, follow the procedures half of the parking brake assembly. Install the O-ring
below: fitting for attaching the supply hose (7, Figure 7-1) to
the lowest port, depending on whether the brake is to
NOTE: The gear is a shrink fit on the splined motor
be installed on the right or left wheel motor. Install an
shaft.
O-ring plug in the unused port.
1. Remove capscrew and hardened washer (6, Fig-
ure 7-1) from shaft. Remove retainer plate (5).
1. Install two guide studs in wheel motor end frame
2. Install a gear puller using tapped holes provided
to guide brake assembly into position. Be certain
in gear (4).
mating surfaces are clean and free of burrs.
3. Apply heat around gear hub area while tightening
2. Lift parking brake into position for installation. Note
puller until gear is removed from shaft.
proper orientation depending on whether brake is
to be installed on a left or right wheel motor.
Installation
(Bleeder screw at top of brake will be tilted toward
Gear Installation: front of truck.)
If the wheel motor rotor shaft gear was removed, install 3. Slide assembly over guide studs and gear on
gear prior to parking brake installation. wheel motor rotor shaft.
4. Install capscrews and lockwashers (9, Figure 7-1)
1. Thoroughly clean gear (4, Figure 7-1) and shaft.
Tighten evenly to be certain brake housing is
Inspect splines and remove burrs, etc. that may
properly seated on the wheel motor. Tighten to
interfere with installation.
220 ft. lbs. (298 N.m) final torque.
2. Heat gear to 536°F (280°C). Install immediately on
5. Install brake oil supply hose (7). Remove lifting
shaft; gear must be fully seated against shoul-
equipment.
der on rotor shaft.
6. Refer to “Park Brake Bleeding Procedure” and
3. Install retainer plate (5) , washer and capscrew (6).
bleed air from brake apply line and housing.
Tighten capscrew to 440-495 ft. lbs. (595-670
N.m) torque. 7. Reinstall all ducts removed.

Disassembly Assembly
1.Match mark housing (3, Figure 7-2), piston housing 1. If dowel pins (2, Figure 7-2) have been removed,
(4), and cap structure (5). press new dowel pins into holes in housing until
fully seated against shoulder.
2. Install a separator disc (12) over dowel pins. Insert
a spring (1) over each dowel pin. Insert a friction
disc (13). Insert springs (1) over dowels.
The following procedure is necessary to properly 3. Install another separator disc, the 2nd friction disc
relieve the pressure exerted by the belleville and the remaining separator disc.
springs on the cap structure. Failure to follow this NOTE: The internal teeth of the two friction discs must
procedure could result in capscrew failure and be aligned and must be concentric with the pilot
personal injury during disassembly! diameter machined on the rear of the housing to
2. Loosen the 12-point capscrews (10, Figure 7-2) enable the completed assembly to be installed prop-
evenly, in 20 ft. lbs. (27 N.m) increments. erly. If available, a mating gear as installed on the
a. Alternate the loosening procedure by selecting wheel motor rotor shaft (4, Figure 7-1) should be used
successive capscrews located approximately to simplify alignment.
180° from the previous. 4. Assemble the seals (8 & 9) on the piston.
b. Continue loosening procedure until spring a. Install O-ring seal in bottom of each groove. Be
pressure is released and capscrews and wash- certain O-rings are not twisted.
ers can be removed by hand. b. If available, use an expander to expand the O.D.
3. Remove cap structure (5). Lift belleville springs (7) of each seal enough to allow it to slide onto
out of piston (6) counterbore. piston.
4. Lift piston/housing assembly off housing (3) dow- NOTE: If an expander tool is not available, the seals
els. may be heated to 400°F (204°C) MAXIMUM. This will
5. Remove springs (1), separator discs (12), and allow ring to be manually expanded until it will fit over
friction discs (13). piston.
6. Remove piston (6) from piston housing (4). Re- c. When each seal is over the groove, re-size by
move piston seals (8 & 9) and discard. compressing the seal ring. Use a full circle
clamp with any sharp edges or grooves cov-
Cleaning and Inspection ered to prevent damage to the seal surfaces.
1. Clean all parts thoroughly. d. Install the quad ring in each seal.
2. Inspect dowel pins (2, Figure 7-2). If pins are 5. Lubricate the piston seals and insert piston (6) into
grooved from excessive wear or otherwise dam- piston housing (4).
aged, press defective pin out of housing. 6. Install piston/housing assembly over dowels on
3. Inspect compression springs (1, Figure 7-2). housing (3).
Check springs for free height and test for height 7. Place belleville springs (7) in piston counterbore
under load. Replace if not within approximately as shown in Figure 7-2.
10% of specification.
8. Place cap structure (5) on assembly and insert
Free Height: capscrews (10) with hardened washer (11). Do
. . . . . . . . . . . . . . . . . . 0.456 in. (11.58 mm) not tighten capscrews.
Height @ 36.4 lb. (162N) working load:
. . . . . . . . . . . . . . . . . . . 0.350 in. (8.89 mm)
4. Inspect belleville springs for cracks or damage.
5. It is recommended the separator discs and friction
discs be replaced if wear is indicated.
6. Check piston and piston housing bore for The following procedure is necessary to properly
scratches, nicks, pitting or other defects than may compress the belleville springs. Failure to follow
cause seal leakage. Slight defects may be re- this procedure could result in capscrew failure and
paired by polishing. personal injury during assembly!

FIGURE 7-2. PARKING BRAKE ASSEMBLY
1. Compression Spring 7. Belleville Springs 13. Friction Disc
2. Dowel Pin 8. Piston Seal Assembly 14. Gear (Armature)
3. Housing 9. Piston Seal Assembly 15. Plug
4. Piston Housing 10. Capscrew 16. Oil Supply Port
5. Endcap Structure 11. Hardened Washer 17. Bleeder & O-Ring Plug
6. Piston 12. Separator Disc 18. Piston Position Holes
9. Select three capscrews 120° apart and mark Pressure Test:

them.
10. Install the O-ring plug and bleeder (17). Install a
a. Tighten the marked capscrews to 30 ft. lbs. (41 fitting in one of the pressure supply ports and
N.m) torque. (Snug the remaining capscrews attach a hydraulic power source. Install an O-ring
after each of the marked capscrews are tor- plug in the remaining port.
qued in the following steps.)
a. Slowly apply pressure and open the bleeder
b. Re-tighten the marked capscrews until the gap valve to bleed air from the piston cavity. Close
between the cap structure and piston housing the bleeder and apply 300 psi (2068 kPa) hy-
is equalized. draulic pressure and hold for one (1) minute.
c. Re-tighten the marked capscrews in 20 ft. lbs. b. Observe for oil leakage. NO leakage is permit-
(27 N.m) increments until fully tight - 90 ft. lbs. ted.
(122 N.m) torque.
c. If leakage occurs, the brake assembly must be
d. Tighten the remaining capscrews to 90 ft. lbs. disassembled and repaired.
(122 N.m) torque.

PARKING BRAKE BLEEDING PROCEDURE
1. Apply the parking brake, put selector switch in 6. Connect a clear plastic hose to the parking brake
NEUTRAL, place the Rest switch in the ON posi- bleeder screw. Place the other end of hose in a
tion, turn the key switch OFF to shut down the container.
engine, and allow approximately 90 seconds for 7. Slowly open bleeder valve and allow hydraulic fluid
the steering accumulators to bleed down. Confirm to run until clear and free of bubbles. Close
the steering pressure is released by turning the bleeder screw securely.
steering wheel - no movement should occur. 8. Repeat steps 6 & 7 for the other parking brake.
Block the truck wheels.
9. Shut down engine.
2. Block the truck wheels securely to prevent move-
ment when the parking brake is released. 10. Remove brake bleed equipment, close axle hous-
3. Open the rear axle housing access door, remove ing cooling air ducts and reinstall duct tube at
the cooling air duct tube and open access covers. door.
4. Be certain the brake accumulator bleeddown
valves are closed.
5. Start the engine and allow the steering system to
fully charge (pump unloads). Turn the parking
brake to the OFF position.

SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-2
STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-4
DISC BRAKE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-6
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . L3

HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-8
TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-13
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-14
Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-15
Strainers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-15
Breathers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-16
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4
STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-2
Steering Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-2
Bleed Down Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-3
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-4
Steering Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-14
STEERING CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
REBUILD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-2
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-5
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6

BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1
STEERING ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-2
STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . L6-5
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-6
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-10
L01024 04/01 Index L1-1

STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-14
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-2
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-4
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8

HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-9
HOIST-UP LIMIT SOLENOID VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-12
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-12
DISABLED TRUCK DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . L8-20
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9

HOIST CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9-1
STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9-3
TEST BLOCK (DIFFERENTIAL PRESSURE SWITCH) . . . . . . . . . . . . . . . . . . L9-4
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10

STEERING CIRCUIT CHECK-OUT AND ADJUSTMENT PROCEDURE . . . . . . . . . . L10-1
Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . L10-2
Steering Control Valve and Flow Amplifier Leakage Test . . . . . . . . . . . . . . . L10-3
Bleeddown Manifold Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Steering/Brake Pump Stroke Adjustment . . . . . . . . . . . . . . . . . . . . . . . . L10-4
Shock and Suction Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-5
HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES . . . . . L10-6
Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6
Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7
Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . L10-10
CHECK-OUT PROCEDURE STEERING SYSTEM DATA SHEET . . . . . . . . . . . . . L10-13
CHECK-OUT PROCEDURE BRAKE COOLING AND HOIST SYSTEM DATA SHEET . . L10-14
L1-2 Index L01024 04/01

HYDRAULIC SYSTEM
The following is a general description of the Model tion can be found under the different system circuits
930E hydraulic system. Additional information con- such as the hoist circuit, steering circuit, and hydraulic
cerning individual component description and opera- brake circuit.
FIGURE 2-1. HYDRAULIC SYSTEM COMPONENTS AND PIPING

1. Hoist Cylinders 7. Flow Amplifier Valve
2. Hoist Valve 8. Heat Exchanger (Brake System Cooling)
3. Hydraulic Tank 9. Steering Cylinders
4. Bleeddown Manifold 10. Brake System Auxiliary Accumulators
5. Steering Accumulators 11. Hoist Circuit Filters
6. Hydraulic Components Cabinet 12. Steering Circuit Filter
L02024 7/98 Hydraulic System L2-1

The hoist, steering and brake circuits share a common Hoist Circuit Operation
hydraulic tank (3, Figure 2-1). The tank is located on
Hydraulic oil from the tank (3, Figure 2-2) is supplied
the left side of the frame, forward of the rear wheels.
to a gear type hoist circuit pump, rated at 246 GPM
Service capacity of the tank is 250 gal. (947 l). Type C-4
(931 l/min.) @ 1900 RPM and 2500 psi (17.5 MPa). Oil
hydraulic oil is recommended for use in the hydraulic
from the pump outlet port is directed to high pressure
system.
filters (11) and then enters the hoist valve (9).
NOTE: It is highly recommended that any hydraulic oil
The hoist valve directs oil flow to the hoist cylinders (1)
to be used for filling or adding to the hydraulic system
when the operator moves the body dump control lever.
is routed through a 3 micron filter device prior to use.
The body dump lever is connected to the hoist pilot
Oil used in the hoist, steering and brake circuits flows valve located in the hydraulic components cabinet (6,
from the bottom of the tank through 100 mesh wire Figure 2-1), by a flexible control cable. If the control
suction strainers. lever is in the float position, oil is returned to the
hydraulic tank and also flows through the disc brake
circuit to cool the wet disc brake system. Heat gener-
ated during service brake application is removed by an
oil-to-water heat exchanger (8).
Relieve pressure before disconnecting hydraulic
Hoist system pressure is limited to 2500 psi (17.5 MPa)
and other lines. Tighten all connections before
maximum pressure.
starting truck.
physician familiar with this injury is not received
immediately.
Always maintain complete cleanliness when open-
ing any hydraulic connection. Insure that all sys-
tem lines are capped while the component is
removed from the truck.
L2-2 Hydraulic System L02024 7/98

FIGURE 2-2. HOIST AND STEERING PUMP PIPING (Top View)
1. Hoist Cylinders 9. Front Brake Cooling Supply Line
2. Steering Pump Suction Hose 10. Hoist Circuit Filters
3. Hydraulic Tank 11. Steering Circuit Filter
4. Hoist Pump Suction Hoses 12. Check Valve
5. Supply to Bleeddown Valve 13. Counterbalance Valve
6. Supply and Hoist Control Lines to Hoist Pilot Valve 14. Orificed Check (Snubber) Valve
7. Pump Drive Shaft Flange 15. Rear Brake Cooling Supply Line
8. Hoist Valve

Steering Circuit Operation Steering system oil is directed to the accumulators
(12), used to store pressurized oil in the event of loss
Hydraulic oil from the tank is supplied to a piston type,
of pump pressure. Oil is also directed to the flow
pressure compensated steering and brake circuit
amplifier valve (3) for use by the steering control valve
pump (9, Figure 2-3), rated at 66 GPM (257 l/min.) @
and steering cylinders (1).
1900 RPM. An unloader valve (16) maintains system
pressure between 2750 psi (19.3 MPa)and 3025 psi A relatively small volume of oil is supplied from the flow
(21.2 MPa) . amplifier to the steering control valve, mounted on the
steering column in the cab. When the operator moves
Oil from the pump is directed to a high pressure filter
the steering wheel, oil is routed from the steering con-
before entering the bleed down manifold (6, Figure
trol valve back to the flow amplifier based on the
2-4). The bleed down manifold provides several func-
direction and rate of speed of rotation of the steering
tions in the system (refer to Steering Circuit for addi-
wheel.
tional functions) and is used to route oil flow to the
steering system and hydraulic brake system. (Refer to The flow amplifier provides a large volume of oil to the
Section “J” for brake system operation.) steering cylinders to turn the front wheels determined
by input from the steering control valve.
FIGURE 2-3. HYDRAULIC PUMP MODULE

1. Hoist Valve Return to Tank 7. Supply From Hoist Pump & Filter 13. Steering Pump Inlet Hose
2. Supply From Hoist Pump & Filter 8. From Steering/Brake Circuit Filter 14. Shut-off Valve
3. Hoist Valve 9. Steering/Brake Pump 15. Unloader “ACC” port line
4. Supply to Pilot Valve 10. Hoist Quick Disconnects 16. Unloader Valve
5. From Pilot Valve 11. Hoist Valve Return to Tank 17. Hoist Pump Inlet Hoses
6. Hoist Valve Return to Tank 12. Pump Case Drain Line 18. Hoist Pump

FIGURE 2-4. STEERING SYSTEM COMPONENTS
1. Steering Cylinders 7. Steering Pressure Switch

2. Manifold 8. Manifold
3. Flow Amplifier Valve 9. Unloader Valve to Manifold Hose
4. Accumulator Bleeddown solenoids 10. Steering Circuit Return Line
5. Bleeddown Manifold 11. Hydraulic Tank
6. Bleeddown Manifold Supply From 12. Steering Circuit Accumulators
Steering Circuit Filter 13. Steering Control Valve Lines

Disc Brake Cooling System Refer to Section “J” for information regarding opera-
tion of the brake system.
When the hoist control valve is in the float or hold
position, oil is supplied by the hoist valve to the disc
brake assemblies located at each wheel to remove heat
generated during service brake application.
Oil supplied to the rear wheel brakes flows directly from
the hoist valve (11, Figure 2-5) to the brake assemblies
and is then returned to the hydraulic tank (3). Oil
supplied to the front wheel brakes is routed from the
hoist valve (8) to an oil/water heat exchanger (7) before
entering the brake assemblies. The oil is then returned
to the hydraulic tank. In addition, the front brake cool-
ing oil is used to lubricate the front wheel hub bearings.
Brake cooling circuit pressure is limited by orificed
regulator valves tee’d between the brake cooling oil
supply and the tank return. The regulator valves crack
open at 35 PSI (241 kPa). Their opening pressure will
be slightly higher as flow through it increases.

FIGURE 2-5. DISC BRAKE COOLING SYSTEM
1. Rear Axle Brake Circuit Junction Block 7. Heat Exchanger
2. Rear Brake Cooling Return Lines 8. Front Brake Cooling Oil Supply From Hoist Valve
3. Hydraulic Tank 9. Right Front Brake Cooling Inlet Hose
4. Front Brake Cooling Return Lines 10. Right Front Brake Cooling Outlet Hose
5. Left Front Brake Cooling Inlet Hose 11. Rear Brake Cooling Oil Supply From Hoist Valve
6. Left Front Brake Cooling Outlet Hose 12. Rear Axle Housing

NOTES

HYDRAULIC SYSTEM COMPONENT REPAIR
HOIST PUMP NOTE: If oil in the hydraulic tank has not been contami-
nated, the shut-off valves can be closed and both
Removal pump inlet lines can be drained, eliminating the need
to completely drain the tank.
NOTE: The hoist pump can be removed without re-
moving the steering pump from the truck if desired. 3. Remove the rear axle blower duct to allow the hoist
pump to be lowered from the pump module
1. Turn keyswitch “Off” and allow ample time (ap- mounting bracket for removal. Remove duct sup-
proximately 90 seconds) for the accumulators to port bracket.
bleed down.
4. Close the pump supply shut-off valves.
2. If necessary, drain the hydraulic tank by use of the
drain valve located on the rear side of the tank.
FIGURE 3-1. HOIST AND STEERING PUMP PIPING (Top View)

1. Hoist Cylinders 5. Steering Filter
2. Steering Pump 9. Hoist Valve 13. Counterbalance Valve
6. To Bleeddown Valve
Supply Hose 10. Front Brake Cooling Line 14. Snubber Valve
7. To Hoist Pilot Valve
3. Hydraulic Tank 11. Hoist Filters 15. Rear Brake Cooling Line
8. Pump Drive Flange
4. Hoist Pump Supply 12. Check Valve
L03021 Hydraulic Component Repair L3-1

Always maintain complete cleanliness when open-
ing any hydraulic connection. Insure that all sys-
tem lines and components are capped while the
component is removed from the truck.
5. Loosen the capscrews securing the inlet (4, Figure

3-1) and outlet hoses (1, Figure 3-2) on the hoist
pump and allow oil to drain. Remove inlet and
outlet hoses. Cap or cover all lines and pump
inlets and outlets to prevent contamination.
6. Remove the capscrews securing the hoist pump
drive flange to the drive shaft.
7. Remove the clamp securing the steering/brake
pump outlet tube (8, Figure 3-2) to the pump
module support structure.
FIGURE 3-2. HYDRAULIC PUMPS
1. Pump Outlet Hoses 5. Steering/Brake Pump
2. Pump Mount Capscrews 6. Shut-Off Valve
3. Hoist Pump 7. Pump Mount Bracket
4. Pump Mount Capscrews 8. Outlet Tube
FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL

1. Hoist Pump 6. Bearing Plate 11. Steering & Brake Pump 15. Unloader Adjustment
2. Nut & Washer 7. O-ring 12. Pump Case Return Fitting 16. O-ring
3. Dowel 8. Transition Plate (Pump Drain) 17. Nut
4. O-ring 9. Coupling 13. Inlet Port 18. Snap Ring
5. Capscrew 10. Capscrew 14. Compensator Adjustment
L3-2 Hydraulic Component Repair L03021

Installation
NOTE: The following assumes the steering pump is
already in position on the truck.
The hoist pump weighs approximately 250 lbs (113
1. Install O-ring (16, Figure 3-3) to steering pump
kg). The hoist and steering pump together weigh
(11). Install coupler (9) with snap ring (18) to hoist
approximately 500 lbs (227 kg). Use a suitable
pump.
lifting or support device that can handle the load
safely.
8. Attach a suitable lifting or support device to the

hoist pump capable of handling approximately
250 lbs (113 kg). Attach a support to the front end The hoist pump weighs approximately 250 lbs (113
of the steering pump to hold it in place during kg). The hoist and steering pump together weigh
removal of the hoist pump. approximately 500 lbs (227 kg). Use a suitable
9. Remove the four capscrews (2, Figure 3-2) secur- lifting or support device that can handle the load
ing the hoist pump to the front support bracket. safely.
Remove the six capscrews holding the support 2. Attach a suitable lifting or support device to the
bracket to the pump module support. Remove hoist pump capable of handling approximately
support bracket. 250 lbs (113 kg). Move pump into position in truck.
10. Make sure the lifting and support devices are in 3. Lubricate the steering pump spline shaft and align
place on both pumps. Loosen (but do not remove) with coupling (9). Install hoist pump to steering
the rear support bracket (7) capscrews holding the pump and install capscrews (10) with hardened
steering pump. Lower the pumps allowing hoist washers and tighten to standard torque. Raise
pump to come down further than steering pump. pumps up into position.
11. Remove the four steering/brake pump mounting 4. Attach front support bracket to the pump module
capscrews (4, Figure 3-2). Slide hoist pump for- support structure and to the pump with cap-
ward to disengage the splines of drive coupling (9, screws, lockwashers and nuts. Tighten cap-
Figure 3-3) from the steering pump. screws to standard torque.
12. Move pump to a clean work area for disassembly. 5. Connect hoist pump drive flange to drive shaft with
capscrews, lockwashers and nuts. Tighten to
standard torque.
6. Tighten steering pump support bracket (7, Figure
3-2) capscrews to standard torque. Install outlet
tube (8) support clamp.
7. Uncap inlet and outlet hoses and install to pumps
using new O-rings. Tighten capscrews securely.
8. Service the hydraulic tank with C-4 type hydraulic
fluid. Refer to Hydraulic Tank this section for filling
instructions.
9. Open the three suction line shut-off valves. Loosen
capscrews (at the pump) on suction hoses to
bleed trapped air. Then loosen capscrews (at the
pump) on pressure hoses to bleed any trapped
air. Tighten all capscrews securely.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
10. Reinstall blower duct and support bracket.

Disassembly 3. The pump may be supported by placing on wood
blocks with the input drive shaft pointing down.
NOTE: As parts are removed they should be laid out in
Mark each section nearest the input drive gear to
a group in the same order in which they are removed.
facilitate reassembly
4. Remove nuts (17, Figure 3-3). Remove bearing
1. Clean the exterior of the pump assembly thor-
plate (20, Figure 3-4) with transition plate (22) and
oughly. If the steering pump is attached, remove
O-ring (26). Remove capscrews securing the
capscrews (10, Figure 3-3) and pull the steering
bearing plate to the transition plate and remove
pump free of transition plate (8). Remove O-ring
O-ring (23). Remove dowels if damaged, or if
(16).
replacement of the transition plate is necessary.
2. Remove coupling (9). Remove snap ring (18) if
damaged or replacement of the coupling is nec-
essary. Remove dowels (3) if damaged, or if re-
placement 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. Snap Ring 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). Remove 7. Remove gear plate (5) and pressure plate (19).
O-ring (8) and steel rings (10) and (14). Remove Remove steel rings, backup ring, O-ring and re-
dowels (6) if damaged, or if connector plate retainer and isolation plate. Remove O-ring (3) and
placement is necessary. stud O-ring (4).
NOTE: If the connector plate is stuck, tap lightly with a 8. Remove bearing plate (2, Figure 3-5). Remove
plastic hammer to loosen. O-ring (23) and stud O-rings (1). Remove dowels
(20) if damaged or replacement of the bearing
plate is necessary.
6. Remove backup ring (15), O-ring and retainer (16)
9. Remove coupling (21). Remove snap ring (22) if
and isolation plate (17). Grasp the drive gear (12)
damaged or replacement is necessary.
and idler gear (11) and pull straight up and out of
the gear plate (5) bore. Remove pressure plate NOTE: Disassembly of the rear pump section is now
(18) from gears. complete. Do not remove thru studs at this time as 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 bear- hammer to loosen. Remove O-ring (8). Remove
ing plate is stuck, tap lightly with a plastic hammer dowels (6) if damaged or if replacement of the
to loosen it. Remove O-rings (9) and (11). flange (5) or gear plate (7) is necessary.
11. Remove steel rings (13), backup ring (14), O-ring 13. Remove steel rings, backup ring, O-ring and re-
and retainer (15) and isolation plate (17). Remove tainer. Remove drive gear (1) and idler (3) from
dowels (16) if damaged or if replacement of the gear plate (7). Remove both pressure plates (18).
bearing plate (10) is necessary.
12. Unthread the thru studs (12) and remove. Remove
flange (5), if stuck tap flange lightly with a plastic
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
FIGURE 3-8. SHAFT SEAL REMOVAL

14. Remove outboard shaft seal (2), snap ring (21) and
1. Flange 3. Bearings
inboard shaft seal (20).
2. Punch
NOTE: To aid in shaft seal removal place the flange on

two small wooden blocks as shown in Figure 3-7. 15. Use a punch and hammer and tap the outboard
shaft seal out of the flange bore. (Refer to Figure
3-8.) Use care 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 OF PARTS NOTE: Replacing new bearing in the flange, connector
plates or bearing plate is not recommended due to
1. Examine the gear bores in both gear plates, refer- close tolerances and special tooling required for
ence Figure 3-9. During the initial break-in, the crimping the bearing in place to prevent bearing spin.
gears cut into the aluminum gear plates. The
nominal depth of this cut is 0.008 in (0.203 mm) 6. Inspect the flange seal bore for scratches or
and should not exceed 0.015 in (0.381 mm). As gouges which may interfere with shaft seal instal-
the gear teeth cut into the gear plates, metal is lation.
rolled against the pressure plates. Using a knife or 7. For additional pump and system inspection refer
sharp pointed scraper, remove the metal that was to the Troubleshooting Guide.
rolled against the pressure plates. Remove all
metal chips that were broken loose. Assembly
1. A suitable seal press ring or plug and two small
wood blocks should be available.
2. The following seal installation procedures are out-
When removing the rolled up metal, do not attempt lined for use with a vise, but they can be adapted
to remove the gear track-in grooves. for use with a press if one is available.
2. Examine the pressure plates. They should not 3. Open the vise jaws wide enough to accept the
show excessive wear on the bronzed side. If deep combined thickness of the flange, wood blocks
curved wear marks are visible, discard and re- and press ring.
place with new. 4. Place the wood blocks flat against the fixed jaw of
3. Examine the gears. If excessive wear is visible on the vise. Place the flange plate against the blocks
the journals, sides, or face of the gears, or at the in such a position that the bearing projections are
point where the drive gear rotates in the lip seal, between the blocks and clear of the vise jaw, refer
discard and replace with new. to Figure 3-10.
4. If any of the internal parts show excessive wear, 5. Lubricate the seals with hydraulic oil. Position the
replace with new. Replace all O-rings and seals inboard shaft seal (3, Figure 3-11) with the metal
with new. face toward the outboard end of the flange.
5. Inspect the bearings, if they are worn beyond the

gray teflon into the bronze material, the complete
flange connector plates or bearing plate should
be replaced.
FIGURE 3-9. GEAR BORE INSPECTION FIGURE 3-10. SHAFT SEAL INSTALLATION
1. Gear Track-in 2. Gear Plate 1. Flange 3. Bearing Projection
2. Wood Blocks

6. Position the press ring over the seal. Make sure milled on one side; turn that side up or toward the
the seal stays centered and true with the bore, and pressure plate.
start applying pressure with the vise. Continue
12. With the bronze side up and the milled slot facing
pressing the seal until it just clears the snap ring
toward the discharge side, slide pressure plate (2,
groove in the bore.
Figure 3-13) down into the gear bores until it rests
7. Install snap ring (2, Figure 3-11) with the snap ring on the backup ring and O-ring. Do not force the
opening over the weep hole (10). plate down the gear bores. If it hangs up on the
way down, work it back and forth until it slides
8. Install the Outboard seal (metal face out), until it
freely into place.
just contacts the snap ring.
13. Coat the inside of the gear plate and the gears with
9. Lubricate the thru stud threads (14, Figure 3-11)
clean hydraulic oil.
with hydraulic oil. Thread the studs into flange
until snug. There are 4 long studs and 4 short NOTE: To ensure the gear pump is correctly timed
studs. Reference Figure 3-12 for proper stud loca- during reassembly, place a mark on the end of the
tion. Lubricate and install O-ring (7). Install dowel input shaft to indicate the location of the valley be-
pins (12), if removed. Install gear plate (13). Make tween any two gear teeth. Refer to Figure 3-16 which
sure the recess in the gear plate will be toward the illustrates gear timing.
connector plate, or facing up when the gear plate
is installed.
14. With the extension end of the drive gear facing
10. Install steel rings (5, Figure 3-12). Lubricate and
toward the shaft seals, install the drive gear. Do not
install backup ring (8), O-ring (7) and ring retainer
drop the gear in the bore as damage to the bronze
(6) as shown in Figure 3-12.
face of the pressure plate could result. Use care
11. Install the isolation plate (9) on the suction side of when pushing the drive gear extension thru the
the gear plate. The isolation plate has a relief area shaft seals. Install the idler gear.
FIGURE 3-11. SHAFT SEAL INSTALLATION FIGURE 3-12. PUMP REASSEMBLY

1. Outboard Shaft Seal 8. Bearing 1. Gear Plate 7. O-ring
2. Snap Ring 9. Bearing 2. Drive Gear 8. Backup Ring
3. Inboard Shaft Seal 10. Weep Hole 3. Idler Gear 9. Isolation Plate
4. Seal, Metal Face 11. Plug 4. Bearing 10. Relief Area
5. Flange 12. Dowel 5. Steel Ring 11. Thru Studs
6. Steel Ball 13. Gear Plate 6. Retainer
7. O-ring 14. Thru Studs

15. Install the opposite pressure plate with the bronze
side down and the milled slot facing toward the
discharge side.
16. Install steel rings (11, Figure 3-14), backup ring
(12), O-ring and retainer (13). Install isolation plate
with its relief toward the pressure plate.
17. Lubricate and install thru stud O-rings (5) and
connector plate O-ring (7). Install dowel (14) if
removed. Lubricate the I.D. of the bearings (17)
and install connector plate (6). Install snap ring (8)
and coupling (9).
FIGURE 3-13. PRESSURE PLATE INSTALLATION
1. Gear Plate 3. Slot

2. Pressure Plate
FIGURE 3-14. HOIST PUMP REASSEMBLY

1. Drive Gear & Shaft 6. Connector Plate 10. Thru Studs 14. Dowel
2. Idler Gear 7. O-ring 11. Steel Ring 15. Isolation Plate
3. Gear Plate 8. Snap Ring 12. Backup Ring 16. Pressure Plate
4. Relief 9. Coupling 13. O-ring & Retainer 17. Bearings
5. O-ring

18. Lubricate O-ring (3, Figure 3-15) and install in 20. Lubricate I.D. of bearings (26). Install O-rings (8 &
bearing plate (7). Lubricate O-rings (4) and install 9) and dowel (25) if removed. Install gear plate (10).
over studs (12). Replace dowel (2) if removed. Make sure relief in gear plate is toward bearing
Install bearing plate (7). plate (7).
19. Repeat steps 10, 11 and 12 for installation of the
steel rings, backup ring, O-ring, retainer, isolation
plate and pressure plate.
FIGURE 3-15. HOIST PUMP REASSEMBLY

1. Drive Gear (Rear) 8. O-ring 15. Bearing Plate 21. O-ring
2. Dowel 9. O-ring 16. Transition Plate 22. Dowel
3. O-ring 10. Gear Plate 17. O-ring 23. Dowel
4. O-ring 11. Connector Plate 18. Snap Ring 24. O-ring
5. Coupling 12. Stud 19. Coupling 25. Dowel
6. Connector Plate 13. Idler Gear 20. Nut 26. Bearings
7. Bearing Plate 14. Capscrew

21. Install rear drive gear (1) and idler gear (13). The 27. Lubricate the thru stud threads and install two
rear drive gear must be timed with the front drive opposite stud nuts and hardened washers. Tighten
gear. This is accomplished by lining up a tooth on nuts to 240 to 250 ft lbs (325 to 339 N.m) torque.
the rear drive gear with the valley of two teeth on
28. Using an 18 inch (45 cm) adjustable wrench, check
the front drive gear, as shown in Figure 3-16.
pump drive shaft rotation. The drive shaft will be
tight but should turn freely with a maximum of 5 to
10 ft lbs (7 to 14 N.m) torque, after the initial
surge. (Figure 3-17.)
FIGURE 3-16. PUMP GEAR TIMING
22. Repeat steps 15 and 16 for installation of the

remaining pressure plate, steel rings, backup ring,
O-ring, and retainer and isolation plate.
23. Lubricate and install O-ring (24, Figure 3-15) in
connector plate (11). Install dowel (23) if removed.
Lubricate I.D. of bearing in the connector plate
(11). Install connector plate (11) with flat washers
FIGURE 3-17. PUMP ROTATION CHECK
and nuts.
1. Wrench 2. Input Shaft 3. Pump
24. Install dowel (22) if removed. Lubricate and posi-
tion O-ring (17) in transition plate (16). Assemble
bearing plate (15) to transition plate and install 29. If the shaft will not turn properly, disassemble the
capscrews (14). Tighten capscrews to standard pump and examine the parts for burrs or foreign
torque. material causing buildup or interference between
parts.
25. Lubricate O-ring (21) and position on bearing plate
(15). Install the assembled bearing plate and tran- 30. When the input shaft turns properly install the
sition plate (15 & 16) to the connector plate (11) remaining hardened washers and nuts. Tighten
and secure in place with nuts (20). Tighten nuts to nuts to 240 to 250 ft lbs (325 to 339 N.m) torque.
standard torque.
31. Install a new O-ring on steering pump flange and
26. Install snap rings (18) in coupling (19). Snap rings install steering pump to the transition plate (16,
must be installed in the second and third grooves Figure 3-15). Install capscrews and tighten to
in the coupling. Install coupling (19). standard torque.

TROUBLESHOOTING GUIDE
(HOIST PUMP)
TROUBLE POSSIBLE CAUSE SUGGESTED CORRECTIVE

ACTION
1. Sandblasted band around pressure 1. Abrasive wear caused by fine 1. Was clean oil used?
plate bores particles. 2. Was filter element change period
2. Angle groove on face of pressure a. Dirt (fine contaminants, not visible correct?
plate to the eye) 3. Were correct filter elements used?
3. Lube groove enlarged and edges 4. Hoist cylinder rod wiper and seals in
rounded 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. 2. Abrasive wear caused by metal 1. Was system flushed properly after
2. Scored shafts particles previous failure?
3. Scored gear bore a. Metal (coarse)contaminants, 2. Contaminants generated elsewhere
visible to the eye in hydraulic system?
3. Contaminants generated by wearing
pump components?
1. Any external damage to pump 3. Incorrect installation 1. Did shaft bottom in mating part?
2. Damage on rear of drive gear and 2. Any interference between pump and
rear pressure plate only machine?
1. Eroded pump housing 4. Aeration-Cavitation 1. Tank oil level correct?

2. Eroded pressure plates a. Restricted oil flow to pump inlet 2. Oil viscosity as recommended?
b. 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 5. 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 6. Damage caused by metal object 1. Metal object left in system during
2. Inlet peened and battered initial assembly or previous repair?
3. Foreign object caught in gear teeth 2. Metal object generated by another
failure in system?
1. Pressure plate black 7. Excessive Heat 1. Metal object left in system during
2. O-rings and seals brittle initial assembly or previous repair?
3. Gear and journals black 2. Was relief valve setting too low?
3. Was oil viscosity correct?
4. Was oil level correct?
1. Broken shaft 8. Over Pressure 1. Relief valve setting correct?

2. Broken housing or flange 2. Did relief valve function?

HYDRAULIC TANK 5. Continue to repeat steps 1 thru 4 until oil level is
maintained in the top sight gauge with the engine
Filling Instructions stopped, key switch “Off”, and body down.
NOTE: If filling is required, use only type C-4 hydraulic NOTE: With engine running and oil at operating tem-
oil as specified on the truck Lubrication Chart. Filtering perature, the oil should be visible in the lower sight
of oil with a 3 micron filtering system is recommended. glass. If not, shut down engine and add oil per “Filling
Instructions”.
NOTE: Minor adjustments to oil level can be made by
using the drain cocks (5) next to filler neck.
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulator to bleed down
after engine shutdown and keyswitch “Off”.
1. With the engine stopped, body down, and the key

switch “Off”, wait for at least 90 seconds. Should a component fail in the hydraulic system,
an oil analysis should be made before replacing
2. Remove the fill cap (1, Figure 3-18) and add clean
any component. If foreign particles are evident,
type C-4 hydraulic oil until oil is at the top sight
system must be flushed. Refer to “Hydraulic Sys-
gauge.
tem Flushing” instructions.
3. Replace fill cap.
4. Start engine, raise and lower the dump body three Removal
times. 1. Turn keyswitch “Off” and allow at least 90 seconds
for the steering accumulator to bleed down.
NOTE: Be prepared to contain approximately 250 gal.
(947 L) of hydraulic oil. If the oil is to be reused, clean
containers must be used with a filtering (3 micron)
system available for refill.
2. Thoroughly clean the outside of the hydraulic tank

and attached equipment.
3. Drain the hydraulic tank by use of the drain valve
located on the rear side of the tank.
4. Disconnect hydraulic lines. Plug lines to prevent
possible contamination to the system. Tag each
line at removal for proper identification during
installation.
Take care to avoid contact with hot oil if truck has

been operating. Avoid spillage and contamination.
5. Attach a lifting device to the hydraulic tank.
FIGURE 3-18. HYDRAULIC TANK 6. Remove the capscrews and lockwashers securing
the hydraulic tank to the frame.
1. Fill Cap 3. Breather Filters (2)
2. Sight Gauges 4. Drain Valve 7. Move hydraulic tank to a clean work area for
5. Drain Cocks disassembly or repair.

Installation NOTE: If the oil is to be reused, clean containers must
be used with a filtering (3-micron) system available for
1. Install hydraulic tank and secure with capscrews
refill.
and lockwashers. Tighten to 459 ft. lbs. (622
N.m) torque.
2. Be prepared to contain approximately 250 gal.
2. Uncap hydraulic lines and attach to the proper (947 l) of hydraulic oil. Drain hydraulic oil from
connections. tank.
3. Replace breather filters if required. 3. Disconnect pump suction hoses. (5, Figure 3-19).
4. Fill the hydraulic tank with clean, filtered C-4 hy- 4. Remove capscrews and lockwashers (3) securing
draulic oil. Refer to “Filling Instructions”. cover (2) to the hydraulic tank. Remove and dis-
5. Bleed all air from hydraulic lines. card gasket.
6. Bleed trapped air inside steering pump. Refer to 5. Remove capscrews and lockwashers securing
“ Pump Pressure Setting”, Section “L” for air suction strainers. Remove suction strainers.
bleeding procedure.
Inspect and Clean
possible pump damage and no output may result. NOTE: Inspect the strainers thoroughly for metallic
particles and varnish build up (if oil has been over-
heated). The quantity and size of any particles may be
HYDRAULIC TANK STRAINERS an indication of excessive wear of components in the
hydraulic system.
Removal
1. Clean the strainers with fresh cleaning solvent from
the inside out.
2. Inspect the strainers for cracks or wear. Replace,
if necessary.
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulator to bleed down 3. Clean any sediment from bottom of hydraulic tank.
after engine shutdown with the key switch “Off”.
Installation
1. Shut down the engine and the key switch “Off” for 1. Install suction strainers and secure in place with
at least 90 seconds. capscrews and lockwashers. Tighten capscrews
to standard torque.
2. Using new cover gasket move cover (2, Figure
3-19) into place and install capscrews and lock-
washers (3). Tighten capscrews to standard
torque.
3. Install pump suction hoses.
4. Fill the hydraulic tank; refer to Hydraulic Tank
Filling Instructions. Open both suction line shut-
off valves (4).
5. Loosen suction line connections at both pumps to
bleed any trapped air. Tighten hose connections.
6. Bleed trapped air inside steering pump. Refer to
“Steering and Brake Pump Installation”, this Sec-
tion, for air bleeding procedure.
FIGURE 3-19. STRAINER REMOVAL
1. Hydraulic Tank 4. Shutoff Valve
possible pump damage and no output may result.
2. Cover 5. Pump Suction
3. Capscrews & Lockwashers Hoses

HYDRAULIC TANK BREATHERS possible and check for proper oil level. Once the
breather filters become oil soaked, they will plug very
There are two breather filters located on top of the quickly.
hydraulic tank to allow air in and out of the tank. The
filters should be replaced at the interval specified on NOTE: Plugged breather filters can cause pressure
the lubrication chart. build up inside the hydraulic tank and can cause the
service brakes to drag.
Keep the area around the breather filters clean and free
of debris build up. If there is any sign that the breather
filters are oil soaked, replace the filters as soon as

STEERING CIRCUIT
STEERING CIRCUIT OPERATION System pressure is regulated to between 2750 psi (19.0
MPa) and 3025 psi (20.9 MPa) by an unloader valve
The steering/brake pump supplies oil to the bleeddown located on the bottom of the steering pump case.
manifold after passing through a high pressure filter (5,
Figure 4-1). If the filter element becomes restricted, a Oil pressure from the bleeddown manifold APU port is
warning indicator is activated at 40 psi (276 kPa) and routed back to the manifold (8), through a hose (9) and
oil will bypass the element at 50 psi (345 kPa). sensed by the “ACC” port on the unloader valve. The
manifold also contains the steering pressure switch.
FIGURE 4-1. STEERING SYSTEM COMPONENTS

1. Steering Cylinders 8. Manifold
2. Manifold 9. Unloader Valve to Manifold Hose
3. Flow Amplifier Valve 10. Steering Circuit Return Line
4. Accumulator Bleeddown Solenoids 11. Hydraulic Tank
5. Bleeddown Manifold 12. Steering Circuit Accumulators
6. Supply to Bleeddown Manifold 13. Steering Control Valve Lines
7. Steering Pressure Switch
L04027 9/98 Steering Circuit L4-1

The pressure switch is connected electrically to a “Low COMPONENT DESCRIPTION
Steering Pressure” warning lamp mounted in the cab
and warns the operator if system pressure drops below
2300 psi (15.9 MPa).
Another port on the above manifold also provides the
oil supply for the automatic lubrication system pump.
The bleeddown manifold (5) distributes the steering
circuit oil supply to the steering system accumulators
(12), the flow amplifier valve (3), and to the brake apply
system.
Two accumulators, pre-charged with nitrogen, are
mounted on the left frame rail behind the front tire. They
provide a sufficient oil supply to allow the operator to
steer the truck off the haul road and park in a safe area
if a loss of steering circuit oil occurs. Steering bleed-
down solenoids (4) mounted on the bleeddown mani-
fold are electrically activated when the key switch is
FIGURE 4-2. STEERING CONTROL VALVE
turned OFF and bleed the hydraulic oil back to the tank
to release the pressurized oil when the truck is parked. “T”: Tank Port “LS”: Load Sense Port
“L”: Left Steer Port 1. Valve Assembly
“P”: Pressure (Supply) Port
“R”: Right Steer Port
If a loss of steering pressure occurs during opera-

tion, the truck must be stopped immediately. The STEERING CONTROL VALVE
pressure in the accumulators allow the operator to The steering control valve (Figure 4-2) is mounted
steer the truck for a short period. Do not attempt inside the cab and is directly coupled to the lower end
further operation until the problem is located and of the steering column.
corrected.
Operation of the steering valve is both manual and
hydraulic in effect. The valve incorporates a hydraulic
The bleeddown manifold and accumulators supply oil control valve; steering effort applied to the steering
to the flow amplifier valve. The flow amplifier directs oil wheel by the operator actuates the valve, which in turn
flow to the appropriate ports on the steering cylinders directs hydraulic oil through the flow amplifier valve to
as determined by inputs from the steering control valve the steering cylinders to provide the operator with
as the operator steers the truck. power steering.
Oil entering the steering control valve is blocked until

the steering wheel is turned in a desired direction. The
valve then directs oil to the flow amplifier which in turn,
provides a high volume of oil to the steering cylinders.
Hydraulic oil at the opposite ends of the steering cylin-
ders flows back through the flow amplifier, and bleed-
down manifold to the hydraulic tank.
Oil flow to the brake apply system flows through a
check valve which will prevent loss of oil in the brake
circuit if a loss of oil occurs in the steering circuit. (Refer
to Section “J” for a detailed description of the brake
apply system hydraulic circuit and components.)
L4-2 Steering Circuit L04027 9/98

BLEEDDOWN MANIFOLD VALVE Bleeddown Solenoids
The bleeddown manifold valve (4, Figure 4-1) is located Each time the keyswitch is turned OFF, with the truck
on the inside of the left hand frame rail just behind the stopped, it energizes the steering system bleed down
flow amplifier. The bleeddown manifold is equipped solenoids. When the bleed down solenoids are ener-
with the following major circuit components as shown gized, all hydraulic steering pressure, including the
in Figure 4-3: accumulators, is bled back to the hydraulic tank. Brake
• Accumulator bleed down solenoid valves (5 & 11) pressure however, will not bleed down due to internal
• 4000 psi (28.0 MPa) relief valve (18) check valves in the brake manifold and the external
check valve (17, Figure 4-3) in the supply line to the
• 500 psi (3.4 MPa) Relief Valve (6)
brake manifold.
• Pilot operated check valve (19)
After approximately 90 seconds, the solenoids will
The bleeddown manifold receives oil from the steer- de-energize to close the return port to tank. By this time
ing/brake pump through a high pressure filter and all the oil in the accumulators should be returned to
directs oil to the accumulators, brake circuit, and flow tank. At start-up, the steering circuit will be charged,
amplifier. Oil supply for the steering control valve and including the brake circuit. The Low Steering Pressure
steering cylinders is supplied via the flow amplifier. light and buzzer will turn on until steering pressure
The relief valves and accumulator bleed down sole- reaches 2300 psi (15.9 MPa). This is controlled by the
noids are factory preset and not individually rebuild- steering pressure switch, located on the frame
able. mounted manifold (7, Figure 4-1).
FIGURE 4-3. BLEEDDOWN MANIFOLD & SCHEMATIC DIAGRAM

1. Bleeddown Manifold Valve 11. Bleeddown Solenoid
2. Tank Return Line 12. Unloader Circuit Pressure Test Port
3. Supply from Steering Pump & Filter 13. To Front Accumulator
4. Diagnostic Pressure Test Fitting 14. To Rear Accumulator
5. Bleeddown Solenoid 15. Supply to Brake Apply System
6. Relief Valve, 500 psi 16. To Steering Pressure Switch Manifold Block
7. Check Valve 17. Check Valve
8. Supply to Flow Amplifier 18. Relief Valve, 4000 psi
9. Return from Hoist Pilot Valve 19. Piloted Check Valve
10. Return From Flow Amplifier 20. Check Valve
21. Check Valve

During operation, if steering pressure falls below 2300
psi (15.9 MPa), the Low Steering Pressure warning light
will illuminate until pressure returns to normal.
Do not operate the truck with less than 1100 psi

(7.6 MPa) nitrogen precharge in the accumulator.
ACCUMULATORS
Low nitrogen pressure may not provide an ade-
The accumulators (12, Figure 4-1) are a floating piston quate supply of steering system oil in some emer-
type. The top side of the accumulators are charged to gency conditions. If the low precharge warning
1400 psi (9.7 MPa) with pure dry nitrogen with the light remains ON, check accumulator precharge
piston at the bottom. pressure and recharge if necessary.
Oil entering the accumulators pushes the piston up-
ward compressing the nitrogen on the top side of the
piston. The nitrogen pressure increases directly with HIGH PRESSURE FILTER
steering circuit pressure. When steering circuit pres- The high pressure filter (6, Figure 4-1) filters oil for the
sure reaches 3025 psi (20.9 MPa) the unloader valve steering and brake circuits.
will unload the pump. The accumulators will contain a
quantity of oil under pressure and held by check valves NOTE: Oil routed to the brake apply system passes
(20 & 21, Figure 4-3), available for steering the truck. through an additional high pressure filter mounted on
When system pressure drops to 2750 psi (19.0 MPa) the inside, left frame rail below the bleeddown mani-
the pump output will again increase, to refill the accu- fold and flow amplifier.
mulators and increase steering system pressure. The If the filter element becomes restricted, a warning indi-
accumulators also provide oil, for a limited period of cator is activated at 40 psi (276 kPa) and oil will bypass
time, to be used in case the pump becomes inopera- the element at 50 psi (345 kPa).
tive.
Refer to Section L9 for further information regarding
the various system filters and maintenance proce-
dures.
Low Precharge Warning Switch
Pressure switches located in the top of each accumu-
lator monitor nitrogen pressure and are used to acti- FLOW AMPLIFIER
vate the accumulator precharge warning light if the
nitrogen pressure drops below 1100 psi (7.6 MPa). The flow amplifier (3, Figure 4-1, & Figure 4-4) is located
on the left frame rail forward of the bleed down manifold
The switches monitor nitrogen pressure when the key valve and is used in the steering circuit to provide the
switch is turned ON and before the engine is started. high volume of oil required for the steering cylinders.
If nitrogen pressure is too low, the warning lamp turns
on - a latching circuit prevents the warning lamp from The flow amplifier uses the amount of flow from the
turning off when the engine is started and steering steering control valve to determine a proportional
system pressure compresses the nitrogen remaining amount of flow to send from the bleed down manifold
in the accumulator. to the steering cylinders.

FIGURE 4-4. FLOW AMPLIFIER VALVE

FLOW AMPLIFIER SYSTEM OPERATION No Steer
Refer to figures 4-5 through 4-8 for oil flow paths during (Refer to Figure 4-5):
the following conditions: High pressure oil from the steering pump and steering
Neutral accumulators is available through the steering bleed-
down manifold to the “HP” port on the flow amplifier
Steering Left assembly.
Steering Right Upon entering the priority valve, it goes past the spool
External shock load to the closed amplifier valve and also out port “P”
through a hose to port “P” on the steering control valve.
In the steering control valve, it goes to a closed area in
the control.
As pressure builds up in these two areas, oil passes
through orifices in the end of the priority valve and
builds pressure on the end of the valve and port PP.
When pressure reaches approximately 500 psi (3.5
MPa), the spool moves, compressing its spring and
closes off oil supply through area “A” resulting in high
pressure at “PP”, but only 500 psi (3.5 MPa) at the
amplifier spool and steering control unit.

FIGURE 4-5. FLOW AMPLIFIER - NO STEER

Steering Left This oil now inside sleeve “E” pushes valve “F” against
its spring to give the oil access to a series of holes “K”,
(Refer to Figure 4-6):
that are in the same plane as hole “G”. The passage of
When the operator turns the steering wheel “left”, the oil through holes “K” past the valve body is metered by
steering control valve is opened to allow oil coming in holes “K” being opened the same proportion as is hole
port “P” to pass to the gerotor section of the control “G”. The number of holes “K” (7) in sleeve “E” deter-
unit to turn the rotor. Oil in the other side of the gerotor mine the amount of additional oil that is added to the
flows through other passages in the control unit valve steering control unit oil passing through hole “G”.
and out steering control unit port “L”. This oil enters
This combined oil going to the center area “Q” of the
port “L” of the flow amplifier assembly and goes to a
directional valve passes out port “CL” of the flow am-
closed area “B” in the directional valve.
plifier assembly and travels to the steering cylinders to
As pressure in this area builds, it also passes into the steer the front wheels to the left. As the cylinders move,
spool through orifice “C” to the spring area on the end oil is forced to return out the opposite ends, enter port
of the directional valve. The pressure then moves the “CR” of the flow amplifier assembly, pass through the
spool compressing the springs on the opposite end. directional valve to area “M”, passes through the return
This movement allows the oil entering area “B” to pass check valve “N”, and exit port “HT” to the hydraulic
through the directional valve to area “D” of the amplifier reservoir.
valve through sleeve “E” holes to a passage between
At the steering control unit, when the operator turned
sleeve “E” and valve “F”, through hole “G” in sleeve “E”
the steering wheel, supply oil from port “P” was also
where it initially is blocked by the valve body.
delivered through the control unit valve to port “LS”.
As pressure builds up in this area, oil also flows from This oil enters the flow amplifier assembly through its
area “D”, around the outside of sleeve “E”, around pin “LS” port and builds pressure in the spring area of the
“H”, through orifice “J” to build pressure on the end of priority valve. This additional force on the spring end of
the amplifier valve and opens hole “G” only enough to the priority valve causes area “A” to open and allow the
allow the flow of oil coming from the steering control necessary flow and pressure to pass through the am-
unit to pass to the control area of the directional valve. plifier valve to operate the steering cylinders.
At the same time, the movement of sleeve “E” opened The flow amplifier valve includes a relief valve in the
the holes near the spring end to allow the oil from the priority valve spring area that is used to control maxi-
priority valve to flow into the center of sleeve “E”. mum steering working pressure to 2750 psi (19.0 MPa)
even though supply pressure coming in to port “HP” is
higher. When 2750 psi (19.0 MPa) is obtained, the relief
valve prevents the “LS” pressure from increasing and
thereby allows the priority valve to compress the spring
enough to close off the area “A” when 2750 psi (19.0
MPa) is present.

FIGURE 4-6. FLOW AMPLIFIER - LEFT STEER

Steering Right The oil enters the flow amplifier assembly at port “R”
and shifts the directional valve the opposite direction.
The oils flow through the amplifier valve exactly the
Only a few differences occur between steer left and same. The combined oil from the amplifier valve passes
steer right. When the operator turns the steering wheel through the center area “Q” of the directional valve to
right, oil is supplied out ports “R” and “LS” of the port “CR” where it goes to the opposite ends of the
steering control unit. steering cylinders to turn the wheels right.
The returning oil comes back through port “CL” to go
to the tank. The “LS” oil operates exactly the same as
steer left.

FIGURE 4-7. FLOW AMPLIFIER - RIGHT STEER

No Steer, External Shock Load As the cylinders are allowed to move, the other ends
will have less than atmospheric pressure on port “CL”.
This low pressure permits oil that is escaping through
When the operator is not turning the steering wheel, the “CR” port relief valve to flow through the check
the steering control unit valve supply is closed. The valve portion of the shock and suction relief valve
directional valve remains centered by its springs thus connected to port “CL”. The oil then flows to the low
closing the passages to ports “CL” and “CR”. This pressure ends of the cylinders to keep the cylinders full
creates a hydraulic lock on the steering cylinders to of oil and prevent cavitation. A shock load in the oppo-
prevent their movement. site direction merely reverses the above procedure.
If the tires hit an obstruction to cause a large shock load
to force the wheels to the left, increased pressure will
occur in the ends of the cylinders connected to port
“CR”. The shock and suction relief valve inside the flow
amplifier assembly at port “CR” will open at its adjusted
setting (3100 psi (21.4 MPa) and allow oil to escape
from the pressurized ends of the cylinders, preventing
a higher pressure.

FIGURE 4-8. FLOW AMPLIFIER
NO STEER - EXTERNAL SHOCK LOAD

STEERING PUMP Operation
The steering/brake pump is mounted on the rear of the The driveshaft (35, Figure 4-9) runs through the center-
hoist system pump. The drive shaft mates with an line of pump housing (37) and valve plate (48). The
internally splined coupling inside the hoist pump when cylinder barrel (45) is splined to the drive shaft.
the pump is bolted in place.
A ball bearing (33) supports the outboard end of the
The pump is a pressure compensated piston type with driveshaft and a bushing type bearing (47) supports the
system operating pressure controlled by an unloader inboard end. The pump cylinder barrel is carried in a
valve. The pressure compensator is adjusted to 3325 polymerous (journal type) bearing (41).
psi (22.9 MPa). The pump mounted unloader valve
The valve plate has two crescent shaped ports (inlet
maintains system pressure between 2750 psi (19.0
and outlet). Pumping pistons (44) in the cylinder barrel
MPa) and 3025 psi (20.9 MPa).
are held against a swashblock (28) by a shoe retainer
Oil flow from the pump is routed through a high pres- (17). The shoe retainer is held in position by the fulcrum
sure filter then to the bleeddown manifold valve where ball (40) which is forced outward by retainer springs
the flow is directed to the steering circuit (accumula- (13). The springs act against the pump cylinder barrel
tors, flow amplifier, etc.) and to the brake apply system (45) forcing it against the valve plate while also forcing
components mounted in the hydraulic components the piston shoes against the swashblock.
cabinet behind the cab.
The semi-cylindrical shaped swashblock limits the pis-
ton stroke and can be swiveled in arc shaped saddle
bearings (21). The cradle is swiveled by the control
piston (14).
High Altitude Operation

The steering pump on later model trucks incorporates
an adjustable stroke control device (25, Figure 4-9). If
the truck is operating at high altitude locations (10, 000
feet (3,050 meters) above sea level or greater), it may
be necessary to adjust the pump stroke to reduce oil
flow to eliminate pump cavitation problems.

FIGURE 4-9. STEERING PUMP
1. Plug
2. O-Ring
3. Spring
4. Back-Up Ring
5. O-Ring
6. Back-Up Ring
7. O-Ring
8. O-Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Sleeve
13. Spring
14. Piston
15. Pin
16. Control Piston Stop Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. Link
24. O-Ring
25. Stroke Adjuster
26. Retainer Ring
27. Pin
28. Swashblock
29. Dowel Pin
30. Saddle
31. Roll Pin
32. Retainer Ring
33. Bearing
34. Shaft Retainer Ring
35. Shaft
36. Seal Retainer
37. Pump Housing
38. Shaft Seal
39. O-Ring
40. Fulcrum Ball
41. Cylinder Bearing
42. O-Ring
43. Elbow Fitting
44. Piston/Shoe Assy.
45. Cylinder Barrel
46. Gasket
47. Bearing
48. Valve Plate
49. Capscrew
50. O-Ring
51. Cover
52. Seal
53 Cap

PRINCIPLE OF OPERATION
Full Pump Volume:
Control piston (1, Figure 4-10) controls the angle of the
swashblock (4). When control piston moves to the full
right position, the pump is at maximum pumping ca-
pacity.
The driveshaft turns the splined housing (2) which
contains the pumping pistons (3). When the housing is
rotated, the pistons move in and out of their bores and
the piston shoes “ride” against the angled swashblock
(4).
As the cylinder rotates, the individual piston bores are FIGURE 4-10. PUMP AT FULL VOLUME
connected, alternately to the left (port “A”) and right
(port “B”) crescent shaped ports in the valve plate. 1. Control Piston 3. Piston
While connected to left side (suction) port “A”, each 2. Housing 4. Swashblock
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 4-11 shows that the position of the control piston FIGURE 4-11. PUMP AT HALF VOLUME
(1) is near the center of its travel. The swashblock is not 1. Control Piston 3. Piston
angled as steep as before, and therefore the pistons 2. Housing 4. Swashblock
have a shorter stroke. As the piston stroke gets shorter,
the pump output also decreases.
Neutral Position:
Neutral position (Figure 4-12) results when the control
piston (1) centers the swashblock (4). The swashblock
angle is now zero and swashblock face is now parallel
to cylinder face. Therefore, no inward or outward mo-
tion of the pump pistons exists as 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 4-12. PUMP IN NEUTRAL POSITION

1. Control Piston 3. Piston
2. Housing 4. Swashblock

Steering Pump
Figure 4-13 shows the steering pump and the location
of the pressure control adjustments and stroke (flow)
adjuster.
Note: The Stroke adjuster (3, Figure 4-13) is set at the
factory to provide maximum pump flow and adjust-
ment is not normally required. If the truck is operated
at high elevations, 10,000 ft. (3,050 meters) above sea
level or more, it may be necessary to readjust the
stroke control to reduce pump flow to prevent pump
cavitation under certain conditions. If the truck is oper-
ating at high altitude and problems are experienced,
consult the Komatsu Factory Representative for adjust-
ment procedures.
Figure 4-14 shows the schematic of the pump and the

pressure control valves. FIGURE 4-13. STEERING PUMP ASSEMBLY
1. Outlet Port 5. Compensator Press.
2. Case Drain Adjust
3. Stroke Adjuster 6. 4-Way Valve
4. Unloader Valve 7. GPA Port
Press. Adjust 8. GP2 Port
FIGURE 4-14. STEERING PUMP PRESSURE CONTROL SCHEMATIC

1. 4-Way Valve 5. Case Drain
2. Unloader Control Block 6. GP2 Port
3. “ACC” Port 7. GP4 Port
4. Pressure Compensator Control Block 8. GPA Port

NOTES

STEERING CONTROL VALVE
Removal
NOTE: Clean steering control valve and surrounding

area carefully to help avoid contamination of hydraulic
oil when lines are opened.
1. Shut down engine and bleed down steering circuit.
NOTE: To insure the hydraulic oil has completely
drained from the accumulators, turn the steering
wheel. If the wheels do not turn, all the hydraulic
pressure has been drained from accumulators.
2. Disconnect hydraulic lines. Plug lines securely to

prevent spillage and possible contamination to
the system. Tag each line as removed for proper
identification during installation.

been operating. Avoid spillage and contamination.
3. Remove capscrews (3, Figure 5-1) from steering

valve mounting bracket and remove control valve. FIGURE 5-1. STEERING CONTROL VALVE
INSTALLATION
1. Steering Column 4. Lockwasher
Installation 2. Mounting Bracket 5. Steering Control Valve
3. Capscrew 6. Coupling
1. Align steering control valve assembly with drive 7. Grease Fitting
coupling (6, Figure 5-1) and holes in mounting
bracket (2).
2. Install capscrews (3) and lockwashers (4). Tighten
3. Turn steering wheel to several different positioins
and release to assure that springs in control valve Serious personal injury to the Operator or to any-
FREELY return the steering wheel to neutral. If one positioned near the front wheels may occur if
wheel is tight, loosen control valve mounting cap- a truck is operated with the hydraulic steering lines
screws and realin valve. improperly installed. Improperly installed lines can
4. Grease drive coupling through grease fitting (7) result in uncontrolled steering and/or SUDDEN
with a molybdenum disulphide or multi-purpose AND RAPID rotation of the steering wheel as soon
NLGI grease. as the steering wheel is moved. It will turn rapidly
and cannot be stopped manually.
5. Remove plugs from four hydraulic lines. Be certain
that the previously tagged hydraulic lines are con- After servicing the steering control assembly, hy-
nected to their respective ports according to the draulic steering lines should be checked for cor-
markings on the steering control valve assem- rect hook-up before starting the engine.
bly.
L05014 7/98 Steering Control Valve L5-1

FIGURE 5-3. VALVE PORT IDENTIFICATION
1. Steering Control Valve “L” - Left Steering
“T” - Return to Tank “R” - Right Steering
“P” - Supply from Pump “LS” - Load Sensing
REBUILD PROCEDURE
Tools required for disassembly and assembly:
2 Screwdrivers (4-6 in. long, 1/8 in. flat blade) FIGURE 5-4. CLAMPING STEERING VALVE
1/2 inch Socket (12 point)
Breaker Bar Disassembly
Torque wrench, 90 ft. lbs. (120 n.m) capacity.
Plastic hammer or rubber hammer
1. Clamp unit in vise, meter end up. Clamp lightly on
Retaining ring pliers
edges of mounting area (See Figure 5-4).
Fabricated spring installation tool (Figure 5-3).
The steering control valve is a precision unit manufac-

tured to very close tolerances. Complete cleanliness is
therefore a must when rebuilding the valve. Work in a
clean area and use lint free wiping materials or dry
Use protective material on vise jaws and DO NOT
compressed air. Use a wire brush to remove foreign
overtighten jaws.
material and debris from around exterior joints of unit
before disassembly. Clean solvent and hydraulic oil
should be used to insure cleanliness and initial lubrica-
2. Match mark gear wheel set and end cover to insure
tion.
proper relocation during assembly. Refer to Fig-
ure 5-5.
NOTE: Although the illustrations do not show the unit

in a vise, it is recommended that the unit be kept in the
vise during disassembly.
FIGURE 5-2. SPRING INSTALLATION TOOL

NOTE: This tool is extremely helpful during centering
spring installation.
L5-2 Steering Control Valve L05014 7/98

FIGURE 5-5. MARKING VALVE COMPONENTS
1. Steering Control 3. Capscrew With
Valve Rolled Pin
2. Match Marks 4. Pin Location Mark
FIGURE 5-7. DUST SEAL REMOVAL
1. Screwdriver 3. Housing
3. Remove end cover capscrews and washers. Re- 2. Dust Seal
move capscrew with rolled pin (3, Figure 5-5).
Mark location of capscrew with rolled pin to facili- 6. Remove threaded bushing (4) and ball (3). Sepa-
tate reassembly. rate the spools from the housing. Remove O-ring
4. Remove end cover (1, Figure 5-6) and O-ring (2). (5), kin ring (6) and bearing assembly (7).
Remove gear wheel set (3). 7. Remove ring (8) and pin (9) and carefully push
5. Remove Cardan Shaft (11, Figure 5-8) distribution inner spool out of outer sleeve.
plate (15) and O-ring (14). 8. Press the neutral position springs (10) out of their
slot in the inner spool.
9. Remove the dust seal (2, Figure 5-7) using a
screwdriver. Take care not to scratch or damage
the dust seal bore.

1. Clean all parts carefully with fresh cleaning solvent.
2. Inspect all parts carefully and make any replace-
ments necessary.
NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to assembly thor-
oughly lubricate all parts with clean hydraulic oil.
FIGURE 5-6. END COVER REMOVAL

1. End Cover 3. Gear Wheel Set
2. O-ring 4. Housing

FIGURE 5-8. STEERING CONTROL VALVE
1. Dust Seal 7. Bearing Assembly 13. Tube 19. End Cover
2. Housing & Spools 8. Ring 14. O- ring 20. Washers
3. Ball 9. Pin 15. Distribution Plate 21. Rolled Pin
4. Threaded Bushing 10. Neutral Position Springs 16. Gear Wheel Set 22. Capscrew With Bore
5. O-ring 11. Cardan Shaft 17. O-ring 23. Capscrews
6. Kin Ring 12. Spacer 18. O-ring

FIGURE 5-9. SPOOL AND SLEEVE ASSEMBLY
FIGURE 5-10. INSTALLING CENTERING SPRINGS
1. Slots 3. Spool
2. Hole 4. Sleeve 1. Spring Installation Tool 2. Centering Springs
Assembly NOTE: If spring installation tool is not available, follow

steps a. through d. under Alternate Method.
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used. The reason is that in the other 5. Position centering springs (two sets of four each)
end of the sleeve and spool (opposite end of the on the bench so that the extended edge is down
spring slots) there are three slots in the spool and three and center section is together.
holes in the sleeve. These must be opposite each 6. In this position insert one end of the entire spring
other on assembly so that the holes are partly visible set into spring installation tool (Figure 5-10).
through the slots in the spool, refer to Figure 5-9.
7. Compress expanded end of centering spring set
and push into spool and sleeve assembly. Keep
1. Assemble spool and sleeve carefully so that the
pressure on spring ends when withdrawing instal-
centering springs slots line up.
lation tool, push forward on spring set.
2. Apply a light film of clean oil to the outside diameter
of the spool. Rotate spool while sliding parts to- Alternate Method for Installing Centering Springs
gether.
a. To install the neutral position springs (without the
aid of an installation tool), place a screwdriver in
the spool slot as shown in Figure 5-11.
The spool and sleeve are machined to very close b. Place one flat neutral position spring on each side
tolerances. DO NOT use force when rotating parts of the screwdriver blade. Do not remove screw-
during assembly. Be careful not to burr the sleeve. driver.
c. Push two curved neutral position springs in be-
tween one side of the screwdriver blade and a flat
3. Test for free rotation. Spool should rotate smoothly spring. Repeat for the opposite side. Remove the
in sleeve with finger tip force applied at splined screwdriver.
end.
d. Slide the inner spool in the sleeve. Compress the
4. Align springs slots of spool and sleeve, then stand ends of the neutral position springs and push the
parts on bench. Insert spring installation tool (see neutral position springs in place in the sleeve.
Figure 5-10) through spring slots of both parts. Install the cross pin.

FIGURE 5-11. NEUTRAL POSITION SPRING INSTALLATION
8. Install ring (1, Figure 5-12) rear bearing race (2), 11. Install the check ball in the hole shown in Figure
bearing (3) and front bearing race (4) in that order. 5-14. Install threaded bushing and lightly tighten.
The chamfer on the rear bearing race must be
12. Grease the housing O-ring with vaseline and install
facing away from the bearing. Position the O-ring
in the housing groove.
and kin ring on the spool.
13. Install the distribution plate (15, Figure 5-8), align-
9. Place the dust seal in position. Using a flat, iron
ing the channel holes to match the corresponding
block over the seal, tap into position.
holes in the housing. Guide the cardan shaft (11)
10. Position the steering control valve with the housing down into the bore. The slot in the cardan shaft
horizontal. While gently rotating the parts, guide must be parallel to the cross pin.
the spool and sleeve assembly into the housing
bore. Refer to Figure 5-13.
FIGURE 5-12. BEARING INSTALLATION

FIGURE 5-13. SPOOL AND SLEEVE INSTALLATION
1. Ring 4. Front Bearing Race
2. Rear Bearing Race 5. Spool 1. Housing 2. Spool & Sleeve
3. Bearing 6. Sleeve

FIGURE 5-14. CHECK BALL INSTALLATION
1. Housing 3. Check Ball Hole
2. Check Ball 4. O-ring
FIGURE 5-16. GEARWHEEL ROTOR INSTALLATION
NOTE: Position the cardan shaft as shown in Figure
5-15, so that it is held up and in position by a mounting NOTE: Rotor and cross pin must now be in the position
fork. The mounting fork can be fabricated from a small shown in relation to each other. Refer to Figure 5-17.
piece of thin gauge metal.
16. Install end cover. Install capscrews with washers.
14. Grease the O-rings on both sides of the gear wheel
set with petroleum jelly and install. NOTE: Install the special capscrew with rolled pin in
the position shown in Figure 5-5.
15. Install gearwheel set.
NOTE: The gearwheel (rotor) and cardan shaft must 17. Tighten cover capscrews in a criss-cross pattern
be assembled with a tooth base in the rotor positioned to 2 ± 0.4 ft. lbs. (3 ± .5 N.m) torque.
in relation to the slot of the cardan shaft as shown in
Figure 5-16.
FIGURE 5-17. GEARWHEEL SET INSTALLATION

1. Gearwheel Set 3. Rotor
FIGURE 5-15. CARDAN SHAFT INSTALLATION 2. Cross Pin (Outline) 4. Cardan Shaft

NOTES

STEERING CIRCUIT COMPONENT REPAIR
BLEEDDOWN MANIFOLD VALVE
Do not loosen or disconnect any hydraulic line or

component connection until engine is stopped and
keyswitch has been “off” for at least 90 seconds.
immediately.
Removal
NOTE: It may not be necessary to remove the bleed-
down manifold from the truck for component replace-
ment. If the problem area has been isolated, simply
remove inoperative component and replace with a new
one.
FIGURE 6-1. BLEEDDOWN MANIFOLD VALVE
1. Perform normal truck shutdown procedures. Turn
1. Valve Body 10. Return From Flow
keyswitch “Off” and allow 90 seconds for the
2. Return To Tank Amplifier
accumulators to bleed down. Manually bleed 3. Supply from Steering 11. Bleeddown Solenoid
brake system accumulators located in hydraulic Pump & Filter 12. Pressure Test Port
components cabinet. 4. Diagnostic Test Port 13. To Front Accumulator
5. Bleeddown Solenoid 14. To Rear Accumulator
2. Disconnect wires at the bleeddown solenoids (5 &
6. Relief Valve, 500 psi 15. Brake Circuit Supply
11, Figure 6-1).
7. Check Valve 16. From Steering Press.
3. Disconnect, identify and plug each hydraulic line 8. Supply to Flow Amplifier Sw.
to prevent contamination. 9. Return From Hoist Pilot 17. Check Valve
Valve 18. Relief Valve, 4000 psi
4. Remove mounting capscrews and remove the
bleed down manifold.
4. Start the engine and check for proper operation
5. Clean exterior of manifold before starting disas- and leaks. Check steering and brake application.
sembly.
Installation NOTE: Adjustment of the relief valves is not necessary

or recommended. Relief valves are factory preset. Do
1. Install bleeddown manifold. Secure in place with
not attempt to rebuild or repair if relief valves are
capscrews. Tighten capscrews to standard
defective. Replace as a unit. The check valves are also
torque.
replaced only as units.
2. Unplug lines and attach. Tighten connections
securely.
3. Attach electrical leads to the bleed down sole-
noids. If check valves or relief valves were re-
moved, replace using new O-ring seals.
L06020 Steering Circuit Component Repair L6-1

ACCUMULATORS
Removal
1. Insure key switch has been “Off” for at least 90
seconds to allow accumulator oil to drain back to
tank. Move steering wheel to be certain all pres-
surized oil is released.
2. Remove charging valve guard (3, Figure 6-2) and
loosen small hex on charging valve (4) three
complete turns. Depress the valve core until all
nitrogen pressure has been relieved.
FIGURE 6-2. CHARGING VALVES

Make certain only the small swivel hex nut turns. 1. Accumulator 3. Charging Valve Guard
Turning the complete charging valve assembly 2. Pressure Switch Cover 4. Charging Valve
may result in the valve assembly being forced out
of the accumulator by the nitrogen pressure in-
side. Wear protective face mask when discharging
nitrogen gas.
3. Remove oil line from bottom of the accumulator.
Plug all hoses and openings to prevent possible
contamination of the system. Disconnect and
mark electrical wiring to pressure switch.
4. Attach a lifting device to the accumulator to be
removed.
5. Loosen the mounting band (3, Figure 6-3) cap-
screws and remove the mounting bands.
6. Raise the accumulator until clear of mounting
bracket and move to a clean work area for disas-
sembly.
Installation
1. Lift accumulator into position on the mounting
bracket. Accumulator should be positioned with
the antirotation block positioned between the two
stop blocks on the lower mounting bracket.
2. Secure the accumulator to the mounting bracket
using mounting bands (3, Figure 6-3), capscrews,
lockwashers and nuts. Do not overtighten nuts, as
this could distort the accumulator.
3. If pressure switches were removed, install at this
time. Connect electrical wiring to pressure
switches and reconnect oil line to the bottom of
the accumulator.
4. Precharge both accumulators with pure dry nitro- FIGURE 6-3. ACCUMULATOR INSTALLATION
gen as outlined in “Steering Accumulator Charg-
1. Accumulator 3. Mounting Band
ing Procedure”.
2. Pressure Switch
L6-2 Steering Circuit Component Repair L06020

Disassembly
1. Remove charging valve (3, Figure 6-4).
2. Remove gland (4).
Note: Figure 6-5 illustrates a tool that can be fabricated
locally to aid in removing the gland.
3. Remove plugs and/or adaptor (10 & 11). Using a
round rod, push piston (6) out of accumulator.
4. Remove piston rings (7) and seal (8).

1. Clean parts using fresh cleaning solvent, lint free
wiping cloth and filtered compressed air. All parts
must be absolutely free of any foreign matter
larger than 3 microns.
2. Inspect piston for damage. If scored or otherwise
damaged, replace with a new part.
3. Minor defects in the housing bore may be cor-
rected by honing.
a. Measure the bore at several places along the
length of the housing. Make two measure-
ments, 90° apart at each point to verify tube is
not out-of-round.
FIGURE 6-4. ACCUMULATOR ASSEMBLY

1. Capscrew 7. Bearing
2. Cover 8. “T” Ring Seal
3. Charging Valve 9. Housing
4. Gland 10. Plug (or Adaptor) FIGURE 6-5. GLAND REMOVAL TOOL
5. O-ring & Backup Ring 11. Plug (Fabricate Locally)
6. Piston

b. Verify housing I.D. does not exceed 8.002 in. TESTING
(203.25 mm).
To carry out the testing required, it will be necessary
c. Check dimensions frequently during honing to check for internal and external leaks at high pres-
operation to prevent removal of too much ma- sure. A source of 5000 psi (35 MPa) hydraulic pressure
terial. Do not hone gland seal area. and nitrogen pressure of 1400 psi (9.65 MPa) will be
4. If housing defects can not be removed within the required. A small water tank with the necessary safety
above limits, replace the housing. guards in place will be necessary for a portion of the
test.
Repair of the housing by welding, machining or Do not stand near gland during test procedure. A
plating to salvage a worn area is NOT APPROVED. box enclosure made of heavy steel plate is recom-
These procedures may weaken the housing and mended to contain the accumulator during oil
result in serious injury to personnel when pressur- pressurization test.
ized.
1. Fill each end of the accumulator with approxi-
5. Clean parts thoroughly to remove abrasive residue mately 8.5 gallons (32.2 Liters) of clean type C-4
after honing. hydraulic oil. Install an adaptor on the oil end to
connect to hydraulic power source. Plug remain-
ing ports.
Assembly a. Apply 5000 psi (35 MPa) oil pressure.
b. Verify no external leakage exists.
c. Verify no structural damage exists.
2. Release pressure and remove oil side fitting.
3. Drain oil. Leave port open.
Assemble the accumulators in a dust and lint free
area. Maintain complete cleanliness during as- 4. Pressurize gas end of accumulator with approxi-
sembly to prevent possible contamination. mately 100 psi (690 kPa) nitrogen pressure to
move piston to bottom of housing.
5. Submerge oil end of assembly in water.
1. Install a new seal (8, Figure 6-4) on piston. Install
new bearings (7). Coat seal and bearings with a 6. Apply 1400 psi (9.65 MPa) nitrogen pressure to
small amount of petroleum jelly. gas end and observe for 20 minutes. No leakage
(bubbles) is permitted.
2. Install the piston with the concave side toward gas
end (gland end) of accumulator cylinder housing 7. Release nitrogen pressure and remove assembly
(9). Push the piston to the center of of the housing. from water.
3. Install new O-rings and backup rings (5) on gland 8. Drain any remaining oil or water.
(4). Coat seals with a small quantity of type C-4 9. If the accumulator is to be placed in storage, add
hydraulic oil. 3 pints (1.5 L) of rust preventive oil in the nitrogen
4. Install gland and tighten to 850 ft. lbs. (1152 N.m) side of the accumulator. Add 1 pint (0.5 L) in the
torque using tool as shown in Figure 6-5. oil side. If the accumulator will be used immedi-
ately, type C-4 hydraulic oil may be used instead
5. Install charging valve (3) with new O-ring. Tighten of rust preventive oil. Plug all open ports.
charging valve large hex nut to 16.5 ft.lbs. (22.3
N.m) torque. 10. Verify all warning and caution labels are at-
tached and legible (Refer to parts book if re-
6. Install pressure switch. Install pressure test fittings placements are required).
in bottom of housing. (See “Testing” below.)

STEERING ACCUMULATOR CHARGING
PROCEDURE
Do not loosen or disconnect any hydraulic line or

component until engine is stopped and key switch
has been “Off” for at least 90 seconds.
Pure dry nitrogen is the only gas approved for use
in the steering accumulators. The accidental
charging of oxygen or any other gas in this com-
partment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the accu-
mulators. FIGURE 6-6. CHARGING VALVE
When charging or discharging the nitrogen gas in
2. Seal 7. O-ring
the accumulators, be sure the warning labels are 3. Valve Core 8. Valve Stem
observed and the instructions regarding the 4. Swivel Nut 9. O-ring
charging valve are carefully read and understood. 5. Rubber Washer
1. With engine shut down and key switch in the “Off”
nitrogen charging procedure by turning the steering
position, allow at least 90 seconds for accumula-
wheel back and forth or by actuating the bleed down
tors to bleed down. Turn steering wheel to be
solenoid by turning the key switch “On” and then “Off”.
certain no oil remains in accumulators.
NOTE: When charging the accumulators, allow ade-
2. Remove charging valve guards.
quate time for the system to fully charge. Insure all oil
has returned from the accumulators to the hydraulic
tank.
7. Shut off charging kit and check pressure gauge
If nitrogen pressure is present in the accumula- reading. If gauge does not maintain 1400 psi (9.65
tors, make certain only the small swivel hex nut is MPa) continue charging procedure until pressure
turned during the next step. Turning the complete is stabilized.
valve assembly may result in the valve assembly
8. Remove the charging kit and tighten small hex nut
being forced out of the accumulator by the nitro-
on charging valve to 4 ft.lbs. (5.4 N.m) torque.
gen pressure inside.
NOTE: If a new charging valve was installed, the valve
3. Remove charging valve cap (1, Figure 6-6). Turn
stem must be seated as follows:
small swivel hex nut (4) three complete turns
counterclockwise. a. Tighten small hex swivel nut to 10.5 ft.lbs.
(14.2 N.m) torque.
4. Depress the valve stem and hold down until all
b. Loosen swivel nut.
nitrogen has been released.
c. Retighten swivel nut to 10.5 ft.lbs. (14.2 N.m)
5. If a loss in nitrogen pressure is the reason for torque.
recharging, inspect the charging valve and accu-
d. Again, loosen swivel nut.
mulator for damage. Replace or repair items, as
necessary, before charging procedure. e. Finally, tighten swivel nut to 4 ft.lbs. (5.4 N.m)
torque.
6. Connect the nitrogen charging kit to the charging
valves. Open the regulator and charge the accu- 9. Install charging valve cap (1) and tighten finger
mulators simultaneously to 1400 psi (9.65 MPa). tight. Install charging valve guard and tighten
capscrews to 25 ft.lbs. (33.9 N.m) torque.
NOTE: If a loss in nitrogen pressure occurred during
operation, oil may still be present in the accumulator 10. Operate truck and check steering.
below the piston. This oil can be bled off during the

FLOW AMPLIFIER FIGURE 6-7. FLOW AMPLIFIER VALVE
1. Capscrew
Removal 2. Lockwasher
3. Capscrews
4. Lockwasher
5. Cover
6. O-ring
7. O-ring
8. O-ring
Relieve pressure before disconnecting hydraulic 9. Seal Plate
and other lines. Tighten all connections before 10. O-ring
applying pressure. 11. O-ring
12. Shock/Suction Valve (Complete)
13. Orifice Screw
sufficient force to enter a person’s body by pene- 14. Valve Housing
trating the skin and cause serious injury and pos- 15. Counterpressure Valve (Complete)
sibly death if proper medical treatment by a 16. O-ring
physician familiar with this injury is not received 17. Plug
immediately. 18. Plug
19. Seal
20. Stop
1. Perform normal truck shutdown procedures. Turn 21. Spring
key switch “Off” and allow 90 seconds for the 22. Spring
accumulators to bleed down. Disconnect, plug, 23. Spring Control
24. Orifice Screw
identify, and tag each hydraulic line.
25. O-ring
2. Support the flow amplifier valve and remove the 26. Shock/Suction Valve (Complete)
mounting capscrews. Remove valve. 27. Main Spool
28. O-ring
3. Move valve to a clean work area for disassembly. 29. Spring Control
30. Spring
31. Spring
32. Spring Stop
Installation 33. Orifice Screw
1. Support the flow amplifier and move into position. 34. Capscrews
35. Capscrew
2. Install mounting capscrews and tighten to stand- 36. Lockwasher
ard torque. 37. Lockwasher
38. O-rings
3. Identify hydraulic line location, unplug lines and 39. Cover
connect at proper location. Tighten fittings se- 40. O-rings
curely. Use new O-rings on the flange fittings. 41. Seal Plate
42. Stop
43. Spring
44. Spool
FLOW AMPLIFIER REBUILD 45. Orifice Screw
The flow amplifier valve is a precision unit manufac- 46. Name Plate
tured to close tolerances, therefore complete cleanli- 47. Check Valve
ness is a must when handling the valve. Work in a 48. Orifice Plug
49. Spring
clean area and use lint free wiping materials or dry
50. Pins
compressed air. Use a wire brush to remove foreign 51. O-ring
material and debris from around the exterior of the 52. Spring
valve before disassembly. Clean solvent and type C-4 53. Amplifier Spool Assembly (Complete)
hydraulic oil should be used to insure cleanliness and 54. Relief Valve Assembly
initial lubrication. 55. Seal

Disassembly
1. Remove counterpressure valve plug (17, Figure
6-7), and O-ring (16). Remove counterpressure
valve assembly (15).
2. Remove plug (18) and seal (19). Using an 8 mm
hex allen head wrench, remove the relief valve
assembly (54). Remove steel seal (55).
3. Remove capscrew (35) and capscrews (34) using
a 10 mm and 13 mm hex head allen wrench.
Remove lockwashers (36 & 37). Remove end
cover (39).
FIGURE 6-8. SHOCK AND & SUCTION VALVE
4. Remove spring stop (42) and spring (43). Remove ASSEMBLY
spring stop (32) and springs (30 & 31). Remove
O-rings (38 & 40) and seal plate (41). 1. O-Ring 3. O-Ring
2. Pilot Section
5. Remove spring control (29) and main spool (27).
Remove priority valve spool (44). Remove spring
NOTE: Disassembly of the amplifier spool assembly is
control (23), springs (21 & 22) and spring stop
only necessary should O-ring (2, Figure 6-9), spring
(20).
(9) or orifice plug (11) require replacement. Otherwise,
6. Remove amplifier valve spool assembly (53). Set replace the amplifier spool assembly as a complete
amplifier valve spool assembly aside for further unit. For complete disassembly refer to steps 12 & 13.
disassembly, if required.
12. Remove retaining ring (7, Figure 6-9), remove pin
7. Remove shock and suction valve (26). Set shock (5). Remove plug (10) and spring (9). Remove
and suction valve aside for further disassembly, if retaining ring (6) and pin (4) and remove inner
required. spool (8).
8. Remove capscrews (1 & 3) using a 10 mm and 13 13. Unthread check valve (1) and remove. Remove
mm hex head allen wrench. Remove lockwashers O-ring (2). Remove orifice screw (11) from plug
(2 & 4). Remove end cover (5). (10).
9. Remove O-rings (6, 7 & 8) and seal plate (9). 14. Clean and inspect all parts carefully. Make any
Remove spring (52). replacements necessary.
10. Remove shock and suction valve assembly (12).
Set the shock and suction valve aside for further
disassembly, if required. Remove orifice screw
(13).
11. Remove orifice screw (45). Remove check valve
(47).
NOTE: If further disassembly is required for the shock
and suction valves refer to Figure 6-8.
NOTE: The flow amplifier valve is equipped with two,
identical shock and suction valves. The shock and
suction valves are only serviced as complete valve
assemblies. O-rings 1 & 3, Figure 6-8 are replaceable.
The check valve (47) and counterpressure valve (15)
are also serviced only as assemblies. FIGURE 6-9. AMPLIFIER SPOOL ASSEMBLY
1. Check Valve 7. Retaining Ring
2. O-Ring 8. Inner Spool
3. Spool 9. Spring
4. Pin 10. Plug
5. Pin 11. Orifice Plug
6. Retaining Ring

Assembly 9. Install amplifier spool assembly (53). Install priority
valve spool (44) and spring (43). Install spring
1. Thoroughly lubricate each part prior to installation
(52).
using clean, type C-3 hydraulic oil.
10. Install spring control (29), springs (30 & 31) and
2. Reassemble the Amplifier spool assembly in re-
spring stop (32).
verse order. Refer to steps 12 & 13, and Figure
6-9 under disassembly. 11. Lubricate O-rings (6, 7 & 8) with molycote grease
and position on cover (5) with seal plate (9). Install
3. Install orifice screw (13, Figure 6-7). Tighten orifice
end cover (5). Install capscrews (3) with lockwash-
screw to 4 in. lbs. (.5 N.m) torque.
ers (4). Tighten capscrews to 2 ft. lbs. (2.7 N.m)
4. Install check valve (47). Tighten check valve to 8 torque. Install capscrew (1) and lockwasher (2).
in. lbs. (1 N.m) torque. Tighten capscrew to 6 ft. lbs. (8 N.m) torque.
5. Install orifice screw (45). Tighten orifice screw to 12. Lubricate O-rings (38 & 40) with molycote grease
8 in. lbs. (1 N.m) torque. and install on cover (39). Position seal plate (41)
on end cover. Install end cover (39). Install cap-
6. Install seal (55) and relief valve assembly (54).
screws (34) with lockwashers (37). Tighten cap-
Install seal (19), and plug (18). Tighten plug to 22
screws to 2 ft. lbs. (2.7 N.m) torque. Install
in. lbs. (2.5 N.m) torque.
capscrew (35) with lockwasher (36). Tighten cap-
7. Install counterpressure valve assembly (15). In- screw to 6 ft. lbs. (8 N.m) torque.
stall plug (17) using new O-ring (16).
13. To prevent contamination, fit plastic plugs to each
8. Install both shock and suction valves (12 & 26) as open valve port.
complete units. Install spring stop (20) springs (21
& 22) and spring control (23). Install orifice screws
(24 & 33) if removed from main spool (27). Install
main spool (27).

STEERING CYLINDERS
Figure 6-10 illustrates details of the steering cylinder
mounting. Refer to Section “G” for removal and instal- Relieve pressure before disconnecting hydraulic
lation instructions. and other lines. Tighten all connections before
applying pressure.
immediately.
FIGURE 6-10. STEERING CYLINDER MOUNTING

1. Steering Cylinder 6. Capscrew 11. Bearing
2. Tie Rod 7. Lockwashers 12. Pin
3. Capscrew 8. Retainer 13. Hardened Washer
4. Locknut 9. Mount Bracket (Frame)
5. Bearing Retainer 10. Bearing Spacer

FIGURE 6-11. 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 Cylinder Assembly

1. Remove capscrews (9, Figure 6-11) and pull rod 1. Install new bearing (13, Figure 6-11), rod seal (12),
(10) and gland (8) out of cylinder housing (1). rod wiper (11), backup ring (7) and O-ring (6) in
gland (8).
2. Remove locknut (2) and piston (3). Remove piston
bearing (4) and piston seal (5) from piston. 2. Push rod (10) through top of gland, slowly advanc-
ing rod over rod seal and rod wiper.
3. Pull rod (10) free of gland (8). Remove O-ring (6)
and backup ring (7). Remove rod seal (12) and 3. Install piston assembly (3) on rod. Secure piston
rod wiper (11). Remove Bearing (13). to rod with locknut (2). Tighten locknut to 2000 ft.
4. Inspect cylinder housing, gland, piston and rod for
signs of pitting, scoring or excessive wear. Clean 4. Carefully install rod and gland assembly into cyl-
all parts with fresh cleaning solvent and lubricate inder (1). Insure backup ring and O-ring are not
with clean Type C-4 hydraulic oil. damaged during installation of gland.
5. Install capscrews (9). Tighten capscrews evenly
Piston Seal & Bearing Installation
1. Install new piston seal (5, Figure 6-11) on piston
(3) as follows:
a. Heat piston seal assembly (5) in boiling water Test
for 3 to 4 minutes.
After cylinder assembly rebuild, perform the following
b. Remove piston seal from water and assemble
tests to verify performance is within acceptable limits.
on piston. DO NOT take longer than 5 seconds
to complete as seal will take a permanent set. 1. Piston leakage must not exceed 1 in3/min. (1.6
The piston bearing (4) may be used to position cm3/min.) at 2500 psi (17.5 MPa), port to port.
seal assembly in groove. Apply pressure
2. Rod seal leakage must not exceed 1 drop in 8
evenly to avoid cocking seal.
cycles of operation.
c. If seal has taken a slightly larger set (loose on
piston) a belt type wrench or similar tool can be 3. Piston break-away force should not exceed 100
used to compress O.D. of seal until it fits tightly psi. (69 kPa).
on piston.
2. Install bearing (4) in piston groove.

STEERING AND BRAKE PUMP the tank and steering pump can be closed, eliminating
the need to completely drain the tank.
Removal 2. Drain the hydraulic tank by use of the drain located
on the bottom side of the tank.
NOTE: Be prepared to contain approximately 250 gal.
(947 L) of hydraulic oil.
If the oil is to be reused, clean containers must be used
NOTE: Clean the steering pump and surrounding area with a 3 micron filtering system available for refill.
carefully to help avoid contamination of hydraulic oil
3. Disconnect the suction line and outlet tube (8,
when lines are opened.
Figure 6-11) at the steering pump. Disconnect
Relieve pressure before disconnecting hydraulic and cap pump case drain line from fitting at top of
and other lines. Tighten all connections before pump housing. Plug all lines to prevent oil con-
applying pressure. tamination.
physician familiar with this injury is not received The steering pump weighs approximately 250 lbs
immediately. (113 kg). Use a suitable lifting device capable of
handling the load safely.
1. Perform normal truck shutdown procedure. Turn
keyswitch “Off” and allow 90 seconds for the 4. Support the steering pump and the rear section of
accumulators to bleed down. Turn the steering the hoist pump. Remove mounting capscrews
wheel to be sure no oil remains under pressure. and rear support bracket (7). Remove the four
pump mounting capscrews (4).
NOTE: If oil in the hydraulic tank has not been con-
taminated, the shut-off valve (6, Figure 6-12) between 5. Move the steering pump rearward to disengage
the drive coupler splines from the hoist pump (3)
and remove pump.
6. Clean exterior of steering pump.
7. Move the steering pump to a clean work area for
disassembly.
Installation
1. Install a new O-ring on pump mounting flange.
2. Make certain the steering pump splined coupler is
in place (inside hoist pump) prior to steering pump
installation.
The steering pump weighs approximately 250 lbs

FIGURE 6-12. STEERING PUMP REMOVAL (113 kg). Use a suitable lifting device capable of
handling the load safely.
1. Hoist Pump Outlet Hoses 5. Steering/Brake Pump
2. Pump Mount Capscrews 6. Shut-Off Valve
3. Hoist Pump 7. Pump Mount Bracket
4. Pump Mount Capscrews 8. Outlet To Filter

3. Move the steering pump into position. Engage
steering pump shaft with hoist pump spline cou-
pler.
4. Install rear support bracket with capscrews (7,
If trapped air is not bled from steering pump, pos-
Figure 6-12). Do not tighten capscrews at this
sible pump damage and no output may result.
time.
5. Align capscrew holes and install steering pump
mounting capscrews (4). Tighten mounting cap- 13. If required, top-off the oil level in the hydraulic tank,
screws to standard torque. Tighten rear support to the level of the upper sight glass.
14. In the hydraulic components cabinet, open both
6. Remove plugs from pump inlet and outlet ports. brake accumulator needle valves completely to
Remove caps from inlet and outlet lines and install allow the steering pump to start under a reduced
to steering pump using new O-rings. Tighten cap- load.
screws securely. Do not connect steering pump
15. Move the hoist pilot control valve to the “Float”
drain hose to the steering pump, at this time (see
position.
Step 7).
16. Start the truck engine and operate at low idle for
7. Remove case drain fitting from top of pump hous-
one (1) to two (2) minutes.
ing and add clean C-4 oil to pump through
opening until steering pump housing is full.
This may require 2 - 3 qt. (2 - 3 L) of oil.
8. Uncap the case drain line, connect to steering
Do not allow the engine to run with the needle
pump fitting and tighten case drain line.
valves in the open position for longer than this
9. Replace hydraulic filter elements. Refer to “Hy- recommendation: excessive hydraulic system
draulic Filters”, Section L9. heating will occur.
DO NOT start any hydraulic pump for the first time
after an oil change, or pump replacement, with the
truck dump body raised.
Oil level in the hydraulic tank may be below the
level of the pump(s) causing extreme pump wear
NOTE: Use only Komatsu filter elements, or ele-
during this initial pump start-up.
ments that meet the Komatsu hydraulic filtration
specification of Beta 12 = 200.
17. Shutdown the engine. Fully close both brake ac-
cumulator needle valves in the hydraulic compo-
10. Open shut-off valve (6, Figure 6-12) in steering
nents cabinet.
pump suction line completely.
18. Verify that the oil level in the hydraulic tank is at
11. With the body down and the engine shut-off, fill the
the upper sight glass when the engine is off and
hydraulic tank with clean C-4 hydraulic fluid (as
the body is resting on the frame. If the hydraulic
specified on the truck Lubrication Chart) to the
oil level is not at the upper sight glass, follow
upper sight glass level.
service manual instructions for filling/adding oil.
12. With suction line shut-off valve open, loosen suc-
19. Start engine and check for proper pump operation.
tion (inlet) hose capscrews (at the pump) to bleed
If necessary, refer to “Steering Circuit Checkout
any trapped air. Tighten hose connection cap-
Procedure”, “Pressure Check and Adjustment
screws to standard torque.
Procedure” in Section L10, or the “Trouble Shoot-
ing Chart” at the end of this section.

DISASSEMBLY
Stroke adjuster assembly (items 12, 13, 14, 15 and

16, Figure 6-13) MUST be removed BEFORE further
When disassembling or assembling pump, choose disassembly of control piston.
a work area where no traces of dust, sand or other
8. Without disturbing jam nut (16), unscrew gland
abrasive particles which could damage the unit are
(15) and remove stroke adjuster as a complete
in the air. Do not work near welding, sand-blasting,
assembly.
grinding benches and the like. Place all parts on a
CLEAN surface. To clean parts which have been 9. Back out capscrews (1, Figure 6-15), then remove
disassembled, it is important CLEAN solvents are cap (4).
used. All tools and gauges should be clean prior
10. Remove bias control spring (1, Figure 6-14).
to working with these units and new, CLEAN and
threadless rags used to handle and dry parts.
Valve Plate Group
NOTE: Valve plate (11, Figure 6-15) is a slight press
1. Drain off excess hydraulic oil from pump inlet and fit in the pump housing.
discharge ports. It may be necessary to loosen the
four valve plate capscrews (8, Figure 6-15) pull
back on valve plate to allow fluid to seep out of the 11. Support valve plate (11) from an overhead hoist
case. (lifting lug holes are provided) and remove four
capscrews (8) from valve plate.
2. Thoroughly clean and dry the outside surface of
the pump housing. 12. Remove valve plate from pump housing by tapping
away from the housing with a mallet until valve
NOTE: Depending upon what part or parts are to be plate pilot diameter disengages from the case 0.25
inspected, it may not be necessary to completely in (6.35 mm).
disassemble all components.
13. With the weight of the valve plate still suspended
from the overhead hoist, slide valve plate back
until it disengages from driveshaft and set valve
Control Piston Group
plate aside. Care must be taken not to damage the
3. Remove the two large plugs (24, Figure 6-13) with “wear face” of the valve plate.
O-rings (25) from both sides of pump.
14. To further disassemble control piston assembly,
4. Control piston (11, Figure 6-14) must be in the move control piston (11, Figure 6-14) into sleeve
“neutral” position. Control link pin (16) should be (4) until control piston maximum stop pin (8) con-
centered in the plug opening. tacts the sleeve. Use a large mallet to drive piston
and sleeve assembly outward from the valve
5. Using appropriate snap ring pliers, remove retain-
plate.
ing rings (14) from both sides of the pin and
remove control link washers (15). 15. When all sleeve seals (5, 6, & 7, Figure 6-14) are
clear of the valve plate, re-extend control piston.
6. For handling purposes, insert a 1/4-20 UNC cap-
While tipping the assembly enough to clear the
screw into the threaded end of the control link pin
hole, pull the assembly from the valve plate.
(16).
16. Remove pin (18) from control piston by pressing
7. Using a brass rod and hammer, tap on end oppo-
or tapping it out through the hole on opposite side.
site the capscrew to remove control link pin.
Control stop pin (8) can be removed and control
piston (11) slipped out of sleeve (4).
17. Remove capscrews (12, Figure 6-16) and remove
compensator block (10).
18. Remove capscrews (7, Figure 6-15) and cover
plate (9).

FIGURE 6-13. PUMP, FRONT HOUSING
1. Shaft 8. Name Plate 15. Gland 21. Housing
2. Bearing 9. Plug 16. Jam Nut 22. Seal Retainer
3. Snap Ring 10. O-Ring 17. Pin 23. Elbow Fitting
4. Retainer Ring 11. Plate 18. O-Ring 24. Plug
5. Lifting Eyes 12. O-Ring 19. Pin 25. O-Ring
6. Name Plate 13. Stem 20. O-Ring 26. Seal
7. Screw, Drive 14. O-Ring

FIGURE 6-14. PUMP, ROTATING GROUP
1. Springs 10. Cylinder Barrel 19. Dowel Pin
2. Seal 11. Control Piston 20. Saddle
3. Piston Ring 12. Ball 21. O-Ring
4. Sleeve 13. Piston Shoe Assembly 22. Roll Pin
5. Back-Up Ring 14. Retainer Ring 23. Roll Pin
6. O-Ring 15. Washer 24. Saddle Bearing
7. O-Ring 16. Pin 25. Swash Block
8. Pin 17. Link 26. Cylinder Bearing
9. Back-Up Ring 18. Pin 27. Retainer
28. Spring

Rotating Group Driveshaft Group
28. Remove bearing retaining ring (3, Figure 6-13).
Use a mallet on the tail shaft and tap driveshaft (1)
out from the front of the pump housing.
29. Remove seal retainer (22) from pump housing.
The rotating group weighs approximately 30 lbs. Use a mallet and tap saddle (20, Figure 6-14) out
Extreme care must be taken not to damage cylin- from the inside of the pump housing. Saddle bear-
der wear face or cylinder wear plate face, bearing ings (24) can then be easily removed and saddle
diameters or piston shoes. Assistance from others O-ring (21) may also be removed at this time.
and use of proper lifting techniques is strongly
recommended to prevent personal injury. INSPECTION
19. To remove rotating group, firmly grasp the cylinder

barrel (10, Figure 6-14) and pull assembly outward
until cylinder spline disengages from driveshaft Always wear safety goggles when using solvents
spline about 2.5 in. (63.5 mm). Once clear, rotate or compressed air. Failure to wear safety goggles
cylinder barrel a revolution or two to break any could result in serious personal injury.
contact between piston/shoe assemblies (13) and
1. Clean all parts thoroughly.
swashblock (25) wear face.
2. Replace all seals and O-rings with new parts.
20. Slide rotating group off the driveshaft and out of
the pump housing and place it on a clean, protec- 3. Check all locating pins for damage and all springs
tive surface with piston shoes facing upward. for cracking or signs of fatigue.
21. Mark each piston, its cylinder bore and location in
shoe retainer for ease of inspection and assembly.
4. Control piston (11, Figure 6-14) must slide
22. Piston/shoe assemblies can be removed individu-
smoothly in sleeve (4).
ally or as a group by pulling upward on shoe
retainer (27). 5. Linkage to cradle should operate smoothly but not
loosely (with slop). Check piston and bore in
23. Remove fulcrum ball (12).
sleeve for signs of scratching or galling. Polish
24. If shoe retainer springs (28) are removed, mark with fine emery if needed.
which spring came from which bore as they must
be returned to that individual bore on assembly. Valve Plate Group
25. Remove the two pins (14, Figure 6-13) and pull the 6. Closely examine mating faces of valve plate (11,
cylinder bearing (26, Figure 6-14) straight out of Figure 6-15) and cylinder barrel (10, Figure 6-14)
the pump housing. for flatness, scratches or grooves. If faces are not
flat and smooth, the cylinder side will “lift off” from
Swashblock Group the port plate (valve plate) resulting in delivery
loss and damage to the pump. Replace if neces-
26. Remove the two swashblock retaining pins (19,
sary.
Figure 6-13), tilt the bottom of the swashblock (25,
Figure 6-14) outward and remove the swashblock
Rotating Group
from the pump case.
7. Check all pump piston assemblies (13, figure
27. Saddle bearings (24) can be removed by using a
6-14) for smooth action in their bores.
very short screwdriver or back hammer to pry
them loose; or continue to the next step for further 8. Check piston walls and bores for scratches or
disassembly which will make their removal easier. other signs of excessive wear (pistons should not
have more than a few thousandths clearance).
Replace if necessary.
9. Piston shoes must pivot smoothly, but end play
must not exceed 0.003 in (0.076 mm).

10. Check end play as follows: b. Measure shoe thickness (the part held between
a. Place square end of piston on bench and hold retainer (27, Figure 6-14) and cradle. All shoes
down firmly. Pull on end of shoe with other must be equal within 0.0001 in. (0.003 mm). If
hand and note end play. A good piston/shoe fit one or more piston/shoe assemblies (13)
will have no end play, but the shoe may rotate needs to be replaced, all piston/shoes assem-
and pivot on the piston ball. Inspect each shoe blies must be replaced.
face for nicks or scratches. c. Inspect cylinder bearing (26) and matching
cylinder barrel bearing mating surface for gall-
ing, pitting or roughness. Replace if necessary.
FIGURE 6-15. PUMP, REAR HOUSING

1. Capscrew 6. O-Ring 10. O-Ring
2. O-Ring 7. Capscrew 11. Valve Plate
3. Plug 8. Capscrew 12. Gasket
4. Cap 9. Cover Plate 13. Bearing
5. Back-Up Ring

Swashblock Group 12. Compare saddle bearing (24) thickness in wear
area to thickness in a non-wear area. Replace
11. Inspect swashblock (25, Figure 6-14) for
saddle bearings if difference is greater than 0.004
scratches, grooves, cracks or uneven surface.
in (0.102 mm).
Replace if defective.
13. Check mating surface of swashblock for cracks or
NOTE: The wear face is coated with a gray colored
excessive wear. Replace if necessary.
epoxy based dry film lubricant for break-in purposes.
Scratching or wear of this coating is not detrimental as 14. Swashblock movement in saddle and saddle bear-
long as the metal surface underneath the coating is not ing must be smooth.
scored or “picked-up”.
FIGURE 6-16. UNLOADER & COMPENSATOR CONTROLS

1. Valve Plate 7. Plug 13. Plug
2. O-Ring 8. O-Ring 14. O-Ring
3. O-Ring 9. Orifice (0.062 in.) 15. Orifice (0.032 in.)
4. O-Ring 10. Compensator Control Block 16. Compensator
5. Plug 11. 4-Way Valve 17. Screw
6. O-Ring 12. Screw 18. Unloader Module
19. O-Ring

Driveshaft Group ASSEMBLY
15. Remove shaft seal (26, Figure 6-13). The procedures for assembling the pump are basically
the reverse order of disassembly procedures. During
16. Check shaft bearing (2) for galling, pitting, binding
assembly, install new gaskets, seals, and O-rings.
or roughness. Replace if necessary.
1. Apply a thin film of CLEAN grease or hydraulic fluid
17. Check shaft and its splines for wear. Replace any
to sealing components to ease assembly. If a new
parts necessary.
rotating group is used, lubricate thoroughly with
CLEAN hydraulic fluid. Apply fluid generously to
all wear surfaces.
Compensator Block and Unloader Module
18. Remove screws (17, Figure 6-16) and separate
unloader module (18) from compensator block Swashblock Group
(10).
2. Press or tap roll pin (22, Figure 6-14) into pump
19. Remove 4-way valve (11) and compensator (16) housing (18, Figure 6-13).
from compensator block. Remove all plugs and
3. Press new shaft seal (26) into saddle (20, Figure
orifices (9 & 15). Clean block in solvent; inspect all
6-14) using an arbor press. Install O-ring (21) into
passages and orifices for obstructions.
the groove in the saddle.
20. Remove unloader valve from block (18). Remove
4. Press four roll pins (23) into saddle (20) until they
plugs and clean block passages. If unloader is
bottom, then press saddle bearing (24) onto the
inoperative, replace entire module.
pins to locate the bearing in the saddle.
Stroke Adjuster Assembly

21. Measure and record dimension “A” on stroke
adjuster assembly as shown in Figure 6-17. Extreme care should be used not to damage sad-
dle bearing surfaces while installing the saddle
22. Loosen Jam nut (4). Separate stem (1) from gland
into the pump housing.
(3). Remove and discard O-ring (2).
5. Use a long brass bar and a mallet (or an arbor
23. Inspect parts for damage or excessive wear.
press), to install saddle and bearing assembly into
24. Install new O-ring on stem and reassemble to pump housing. Tap or press ONLY on the area of
gland. Adjust stem to gland to dimension “A” the saddle that is exposed between the saddle
recorded in step 21. Tighten Jam Nut. bearings (DO NOT tap on bearing surfaces). Sad-
dle is fully seated when a distinct metallic sound
is heard when installing saddle into pump hous-
ing.
6. Fasten control link (17, Figure 6-14) to swashblock
(25) using link pin (16) and two retaining rings
(14).
7. Be sure the two dowel pins (19), are pressed into
swashblock (25).
8. Insert swashblock into pump housing until it en-
gages in saddle bearing and allow swashblock to
settle to its lowest natural position.
9. Retain by installing two swashblock retaining pins
(19, Figure 6-13) and O-rings (20). Once pinned,
make certain swashblock strokes SMOOTHLY in
FIGURE 6-17. STROKE ADJUSTER ASSEMBLY the saddle by pulling firmly on the free end of
1. Stem 3. Gland control link.
2. O-Ring 4. Jam Nut

Driveshaft Group
NOTE: Be sure punch marks on cylinder bearing (26,
Figure 6-14) will face toward shaft end of pump.
The assembled rotating group weighs approxi-
10. Insert cylinder bearing (26) straight into pump mately (30 lbs.). Assistance from others and use
housing. Be sure bearing is positioned so bearing of proper lifting techniques is strongly recom-
retainer pins (14, Figure 6-13) can be inserted in mended to prevent personal injury.
the case and into the bearing. 21. The rotating group can now be carefully installed
11. Install O-rings (18) on pins (17) and install pins. over the end of the driveshaft and into the pump
housing.
12. An arbor press is required to install shaft bearing
(2, Figure 6-13) onto driveshaft (1). IMPORTANT 22. When installing the rotating group, support the
- press ONLY on the inner race of the bearing. weight of the cylinder barrel (10, Figure 6-14) as
Press bearing until it contacts the shoulder on cylinder spline is passed over the end of driveshaft
driveshaft. to avoid scratching or damage.
13. Use a long 6 in (153 mm) sleeve with an I.D. slightly 23. Push cylinder barrel forward until the cylinder
larger than the retaining ring I.D. and press retain- spline reaches the driveshaft spline. Rotate the
ing ring (4) towards bearing until it seats in the cylinder slightly to engage shaft splines.
groove. 24. Continue to slide cylinder barrel forward until it
14. Place seal retainer (22) over seal (26) inside the encounters the cylinder bearing (26). Lifting the
pump housing (21). Lubricate shaft seal with clean driveshaft slightly helps cylinder barrel and cylin-
hydraulic oil. der bearing engagement. Continue pushing cylin-
der forward until the piston shoes contact
15. Install entire driveshaft assembly through front of swashblock (25).
pump housing. A mallet will be required to install
the driveshaft through shaft seal. 25. At this point, the back of the cylinder barrel should
be located approximately 0.25 in (6.3 mm) inside
16. Once the driveshaft assembly is fully seated in the the back of the pump housing.
pump housing, install snap ring (3).

Rotating Group
26. Install seal and piston ring (2 & 3, Figure 6-14) into
17. Mating surfaces should be greased. Place cylinder their respective grooves on control piston (11)
assembly on clean table with the valve plate side using care to assure they are in proper location.
down.
27. Insert control piston assembly into sleeve (4).
18. During disassembly, shoe retainer springs were
referenced to individual bores. Assemble rotating 28. While supporting the control piston, press or slip
group by inserting shoe retainer springs (28, Fig- in pin (8) and secure with cotter or roll pin (18).
ure 6-14) into the same spring bores located in 29. Order of piston sleeve seal installation starts at
cylinder barrel (10) that they came from. widest end of sleeve.
19. Slide fulcrum ball (12) over the nose of the cylinder 30. Install backup ring (1, Figure 6-18) and O-ring (2)
barrel (10). and back-up ring (3) in rear most groove on piston
20. Place shoe retainer (27) over fulcrum ball and align sleeve. Install O-ring (4) and back-up ring (5) in
holes in retainer with corresponding holes remaining groove.
(marked during disassembly) in the cylinder bar- 31. Insert piston and sleeve assembly into valve plate
rel. Once aligned, insert piston/shoe assemblies (11, Figure 6-15). Install O-ring (6) with back-up
(13) into corresponding (marked during disassem- ring (5) in seal groove of control cover cap (4).
bly) holes completing the rotating group.

39. Carefully maneuver valve plate assembly, sup-
ported by overhead hoist, over driveshaft and into
pump housing so slot on control piston (11) en-
gages control link (17).
40. With hole in control piston lined up with hole in the
link, carefully insert control link pin (16).
Care should be taken during this next step to

prevent the washer and retaining ring from falling
into pump housing.
41. Install second control link washer (15) and control
link retaining ring (14) onto pin.
FIGURE 6-18. O-RING LOCATION ON PISTON 42. Once assembled, remove capscrew from pin.
SLEEVE NOTE: The valve plate is a slight press fit into pump
1. Back-Up Ring 4. O-Ring housing. Make sure pilot diameter on valve plate is
2. O-Ring 5. Back-Up Ring aligned with mating diameter on the pump housing
3. Back-Up Ring prior to assembly.
32. Insert bias control piston springs (1, Figure 6-14)

into control piston (11). Use four capscrews (1, 43. Insert four capscrews (8, Figure 6-15) and alter-
Figure 6-15) to fasten control cover cap to back of nately tighten until valve plate is drawn up to the
valve plate. Tighten capscrews evenly to 138 pump housing. Tighten capscrews evenly to 244
ft.lbs. (187 N.m) torque. ft.lbs. (330 N.m) torque.
33. Install O-ring (10) in rear of valve plate. Use four 44. Install cover plate (9) with new O-ring (10) and
capscrews (7) to fasten cover plate (9) over open- capscrews (7).
ing in valve plate.
45. Install O-rings (2, 3 and 4, Figure 6-16) in proper
34. Pull free end of control link (17, Figure 6-14) toward location on top of valve plate. Install block (10) to
back of pump housing until the open hole in the valve plate with socket head capscrews (12) and
link lines up with open ports on sides of pump tighten to 183 in lbs (20.7 N.m) torque.
case.
46. Install 4-way valve (11), and compensator valve
35. Install stroke adjuster assembly (Figure 6-17) to (16).
hold swashblock in place.
47. Install 0.062 in (1.575 mm) diameter orifice (9) and
Valve Plate Group plug (7) with new O-ring (8) in side of compensator
block as shown in Figure 6-15. Install 0.032 in
36. Be sure driveshaft bearing (13, Figure 6-15) is in (0.813 mm) diameter orifice (15), plug (7) and
place. Using assembly grease (to hold desired O-ring (8) in top of block.
position), place valve plate gasket (12) in position
on valve plate (11). 48. Install remaining plugs with new O-rings.
37. Support valve plate assembly from an overhead 49. Install unloader module (18) on compensator block
hoist (lifting lug holes are provided) in preparation with new O-rings (19) and socket head capscrews
for mating to the pump housing. (17). Tighten capscrews to 87 in lbs (9.8 N.m)
torque.
38. Assemble one control link retainer ring (14, Figure
6-14) and one control link washer (15) onto the 50. Install plugs (9 & 24, Figure 6-13) and O-rings (10
threaded hole side of the control link pin (16). Then & 25) in pump housing.
thread a 1/4 in - 20 UNC capscrew into pin to ease 51. Measure pump rotation torque. Rotation torque
holding. should be approximately 15 ft. lbs. (20.4 N.m).

TROUBLESHOOTING CHART
(Steering Circuit)
TROUBLE: Slow steering, hard steering or loss of power assist
Overloaded Steering Axle Reduce Axle Loading

Malfunctioning relief valve preventing adequate sys- Check system pressure. Adjust or replace relief valve.
tem pressure build-up
Worn or malfunctioning pump Replace pump.
Restricted high pressure filter or suction strainer Replace filter element or clean strainer.
TROUBLE: Drift - truck veers slowly in one direction.
Rod end of cylinder slowly extends without turning the A small rate of extension may be normal on a closed
steering wheel center system.
Worn or damaged steering linkage Inspect and replace linkage if necessary. Check align-
ment or toe-in of the front wheels.
TROUBLE: Wander - truck will not stay in straight line
Air in system due to low oil level, pump cavitation, Correct oil supply problem or bleed air.
leaking fitting, pinched hoses, etc.
Loose cylinder piston Repair or replace steering cylinder.
Broken centering springs (spool valve, steering valve) Repair or replace steering control valve.
Worn mechanical linkage Repair or replace.
Bent linkage or cylinder rod Repair or replace defective components.
Severe wear in steering control valve Repair or replace steering control valve.
TROUBLE: Slip - a slow movement of steering wheel fails to steer front wheels
Leakage of steering cylinder piston seals Repair or replace steering cylinder

Worn steering control unit meter Replace steering control unit.
TROUBLE: Spongy or soft steering
Low oil level Service hydraulic tank and check for leakage.
Air in hydraulic system. Probably air trapped in cylin- Bleed air from system.
ders or lines.

TROUBLE: Erratic steering
Air in system due to low oil level, cavitating pump, Correct condition and add oil as necessary.
leaky fittings, pinched hose, etc.
Loose steering cylinder piston Repair or Replace steering cylinder.
TROUBLE: Free wheeling - steering wheel turns freely with no back pressure. Front wheels do not steer.
Splines of steering column/steering control valve cou- Repair or replace steering column or coupling.
pling may be disengaged or damaged
No flow to steering control valve; can be caused by:
1. Low oil level 1. Add oil and check for leakage.
2. Ruptured hose 2. Replace hose.
3. Broken steering control valve gerotor drive pin 3. Repair or replace steering control valve.
TROUBLE: Excessive free play at steered wheels
Broken or worn linkage between steering cylinder and Check for loose fitting bearings at anchor points in
steered wheels steering linkage between cylinder and steered wheels.
Leaky steering cylinder seals Repair or Replace steering cylinder.
TROUBLE: Binding or poor centering of steered wheels
Binding or misalignment in steering column or splined Align column to steering control valve.
coupling and steering control valve
High back pressure in tank can cause slow return to Remove restriction in the lines or circuit. Check for
center. Should not exceed 300 psi (2068 kPa) obstruction or pinched lines, etc.
Large particles can cause binding between the spool Clean the steering control valve and filter the oil. If
and sleeve in the steering control valve another component has malfunctioned generating
contaminating materials, flush the entire hydraulic sys-
tem.
TROUBLE: Steering control valve locks up
Large particles in meter section Clean the steering control valve.

Insufficient hydraulic power Check hydraulic system pressure.
Severe wear and/or broken pin Repair or replace steering control valve.

TROUBLE: Steering wheel oscillates or turns by itself
Lines connected to wrong ports Check line routing and connections.

Parts assembled wrong. Steering control valve im- Reassemble correctly and retime control valve.
properly timed.
TROUBLE: Steered wheels turn in opposite direction when operator turns steering wheel
Lines connected to wrong cylinder ports Inspect and correct line connections.
(Steering Pump)
TROUBLE: No pump output
Air trapped inside steering pump Bleed air from pump and/or system.
Broken pump drive shaft Inspect hoist and steering pump, replace drive shaft.
Excessive circuit leakage Check for external leaks, internal system pressure
loss.
No oil to pump inlet Check hydraulic tank oil level. Make certain pump inlet
shut-off valve is open.
TROUBLE: Low pump output
Low pump pressure Check unloader valve operation and adjust pressure if
necessary. Check compensator adjustment pressure.
Check system relief valves.
Internal pump wear Repair or replace steering pump.
Restricted inlet Make certain shut-off valve is open. Check suction
hose. Clean tank strainers.
Insufficient oil supply Check hydraulic tank oil level. Make certain shut-off
valve is open.
High pressure filter restricted Replace filter element.

TROUBLE: Loss of pressure
Defective pressure control Check unloader valve operation and adjust pressure if
Check system relief valves.
Internal steering pump wear Repair or replace pump.
Excessive leakage in brake system Inspect brake system and check pressures.
TROUBLE: Excessive or high peak pressure
Defective or improperly adjusted pressure control(s) Check unloader valve operation and adjust pressure if
Check system relief valves and replace if necessary.
TROUBLE: Noise or squeal
Low compensator or unloader valve setting Check pressure and adjust pressure controls.
Fluid too cold or viscosity too high Warm oil before starting or install proper viscosity oil.
Air leak at pump inlet Inspect inlet hose, connections and shut-off valve.
Insufficient inlet oil supply Check hydraulic tank level. Clean suction strainer.
Make certain shut-off valve is open.
Internal pump damage Repair or replace pump.
TROUBLE: Erratic pump (load/unload) cycle
Pressure compensator adjusted incorrectly or defec- Adjust pressure compensator or repair if necessary.
tive Check unloader pressure settings.
Excessive internal leakage in steering circuit Measure component leakage rates and replace defec-
tive components.
Unloader valve pilot seat damaged Replace unloader valve module.
TROUBLE: Excessive heat
Excessive system pressure Adjust system pressures

Low hydraulic fluid level Service hydraulic tank
Worn steering or hoist pump Repair or replace pump(s).

(Flow Amplifier)
TROUBLE: Slow or hard steer
Stuck amplifier spool Disassemble valve, check amplifier spool for damage
or obstruction.
Obstruction in orifice, directional spool Disassemble valve, check directional spool and ori-
fices for damage or obstruction.
Incorrect relief valve pressure setting Check and correct relief valve setting.
TROUBLE: Free wheeling (no end stop)
Leaking shock and suction relief valve Disassemble valve, check and clean shock and suc-
tion valves. Replace valves if necessary.
Pressure setting of shock valve too low Adjust pressure settings.
TROUBLE: Inability to steer (no pressure build-up)
Defective steering control valve Repair or replace steering control valve.
TROUBLE: Resistance when initially turning steering wheel
Air in “LS” line Bleed air from “LS” line.

Priority valve spring compression weak Disassemble flow amplifier. Replace priority valve
spring.
Obstruction in orifice in “LS” or “PP” port Disassemble flow amplifier. Inspect and clean orifice.

NOTES

HOIST CIRCUIT
HOIST CIRCUIT OPERATION Hydraulic oil from the hoist filters is directed to the hoist
valve (7), mounted above the pumps.
The following information describes the basic hoist
system circuit as shown in Figure 7-1. Detailed compo- The hoist valve directs oil to the body hoist cylinders
nent operation is outlined under the individual compo- (10) for raising and lowering of the dump body. Hoist
nent descriptions. valve functions are controlled by the operator through
the lever connected to the hoist pilot valve (4) located
Hydraulic fluid is supplied by a tank (1) located on the in the hydraulic components cabinet. A hoist limit so-
left frame rail. The tank’s service capacity is approxi- lenoid (5) located in the hydraulic components cabinet
mately 250 gal. (947 l). Hydraulic oil is routed to a shifts the hoist valve out of POWER UP before the hoist
tandem gear type pump (2). A second pump, coupled cylinders extend to their maximum physical limit.
to the rear of the hoist pump, supplies oil for the
steering and brake systems. The pumps are driven by When the hoist valve is in the HOLD or FLOAT position,
an accessory drive at the end of the traction alternator. hoist circuit oil flows to the front (8) and rear (9) service
brakes, cooling the wet disc brakes during truck opera-
Hoist pump output is directed to a pair of high pressure tion.
filters (3), mounted to the inboard side of the fuel tank.
Hydraulic hoses deteriorate with

age and use. Prevent possible mal-
functions by inspecting all hoses
periodically. Replace any hose
showing wear, damage or deterio-
ration.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC

1. Hydraulic Tank 6. Pilot Operated Check Valve 10. Hoist Cylinder
2. Hoist Pump 7. Hoist Valve 11. Quick Disconnect
3. High Pressure Filter 8. Brake Cooling Oil Supply (Front) 12. Snubber Valve
4. Hoist Pilot Valve 9. Brake Cooling Oil Supply (Rear) 13. Check Valve
5. Hoist Limit Solenoid 14. Counterbalance Valve
L07018 7/98 Hoist Circuit L7-1

COMPONENT DESCRIPTION
HYDRAULIC TANK
The hydraulic tank supplies hydraulic oil for the hoist,
steering and brake circuits. The tank is located on the
left hand frame rail forward of the rear wheels. The
service capacity of the tank is 250 gal. (947 l). Type C-4
hydraulic oil is recommended for use in the hydraulic
system. Oil used in the hoist circuit flows through 100
mesh wire suction strainers to the inlet hoses of the
pump. Air drawn into the tank during operation is
filtered by air filters located on the top of the tank. Oil
level can be checked visually at sight glasses located
on the face of the tank.
HYDRAULIC PUMP
The hoist system hydraulic pump is a tandem, gear
type pump driven by a drive shaft on the end of the FIGURE 7-2. HOIST VALVE
traction alternator. The pump has a total output of 246 1. Inlet Section 5. Inlet Port
GPM (931 l/m) at 1900 RPM and 2500 psi (17, 235 kPa). 2. Work Ports Spool Section 6. Outlet Port
3. Tank Ports Spool Section 7. Spool Section
A smaller, piston type, pressure compensated pump 4. Inlet Section Cover
rated at 66 GPM (250 l/m) @ 1900 RPM, coupled to the
hoist pump, supplies oil to the steering system and HOIST VALVE
brake apply system. The hoist valve (Figure 7-2) is mounted on a modular
Hoist pressure is limited to 2500 psi (17,235 kPa) by assembly containing the hoist valve, manifold, and
internal relief valves located in the hoist control valve both hydraulic pumps. This assembly is bolted to
inlet sections. brackets attached to the frame rails behind the main
alternator.
The hoist valve is a split spool design. (The term “split
HIGH PRESSURE FILTERS spool” describes the spool section of the valve.) The
hoist valve precisely follows differential pressure input
Hoist pump output oil is directed to the high pressure signals generated by the hoist pilot valve as the opera-
filters, mounted on the inboard side of the fuel tank. tor moves the hoist control lever while raising and
The filter assemblies are equipped with a bypass valve lowering the dump body.
which permits oil flow if the filter element becomes
excessively restricted. Inlet Sections
Flow restriction through the filter element is sensed by Each of the front and rear inlet sections of the hoist
an indicator switch. This switch will turn on a cab valve contains of the following components:
mounted red warning light to indicate filter service is
required. The indicator light will illuminate when restric- • Flow control valve and main relief valve
tion reaches approximately 40 psi (276 kPa). Actual • Secondary Low pressure relief valve
filter bypass will result when the filter element restric- • Anti-void check valve
tion reaches approximately 50 psi (345 kPa). • Load check valve
The flow control portion of the flow control and main
relief valves allow pump flow to the service brake
cooling circuit unless the body is being raised or low-
ered. The relief portion of the valve is direct acting and
has the capacity to limit the working pressure at full
pump flow.
L7-2 Hoist Circuit L07018 7/98

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 front
cooling circuit. It provides for pressure relief if pressure
spool section of the hoist valve. These valves maintain
spikes occur in the low pressure passage area.
back pressure on the low pressure passage and direct
The load check allows free flow from the inlet to the the hoist cylinder return oil back to the hydraulic tank.
high pressure core and prevents flow from the high
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 prevents The hoist pilot valve (Figure 7-3) is mounted in the
flow from the high pressure core to the low pressure hydraulic components cabinet behind the operator’s
core. cab. The hoist pilot valve spool is spring centered to
the neutral position and is controlled directly by the
operator through a lever mounted on the console be-
tween the operator and passenger seat. A cable con-
Spool Sections
nects the cab mounted lever to the hoist pilot valve in
Work Ports (Rear) Spool Section the hydraulic components cabinet.
The rear spool section of the hoist valve consists of the When the operator moves the lever, the pilot valve
following components: spool moves and directs pilot flow to the appropriate
• Pilot ports pilot port on the hoist valve. The pilot flow causes the
main spool to direct oil flow to the hoist cylinders.
• Main spools
• Work ports The hoist pilot valve is equipped with a one way load
check valve which allows free flow from the center
• Check poppets
passage to bridge core and prevents reverse flow. The
The pilot ports are located in the spool section cover. valve also contains the power down relief valve (2),
These ports provide connections for a pilot line to the used to limit power down pressure to 1500 psi (10.4
hoist pilot valve. Each work port has a corresponding MPa).
pilot port.
The work ports provide for a line connection between
the spool section and the hoist cylinders. One main
spool for each work port is spring biased at both ends
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 differential
pressure at the bottom of the spool will overcome 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 permit
free flow from the work port to the pilot port and restrict
flow from the pilot port to the work port. These check FIGURE 7-3. HOIST PILOT VALVE
poppets control spool response and spool movements
1. Hoist Pilot Valve 4. To Hoist Valve (Rod End)
during void conditions.
2. Relief Valve 5. To Hoist Valve (Base End)
3. Supply Port 6. Tank Return Line

HOIST-UP LIMIT SOLENOID HOIST CIRCUIT OPERATION
The hoist-up limit solenoid (5, Figure 7-1) is used in the The following outline describes the hoist circuit opera-
hydraulic circuit to prevent maximum hoist cylinder tion in the FLOAT, POWER UP, HOLD, and POWER
extension. DOWN positions. (Refer to Figures 7-4 through 7-8.)
The solenoid valve is a 3-way valve, and is controlled
by a proximity switch (hoist limit switch) located near
the body pivot and the right rear suspension upper
mount.
FLOAT POSITION OF PILOT VALVE WITH TRUCK
When the body is nearly fully raised, the body activates BODY ON FRAME
the magnetic proximity switch, signalling the solenoid
to open the “raise” pilot line to tank, and close the Figure 7-4 shows the position of the hoist pilot valve
“raise” pilot line to the hoist valve, stopping further oil when the truck body is resting on the frame. However,
flow to the hoist cylinders. the hoist valve internal valves and spools will be in the
position shown in Figure 7-6.
Oil from the hoist pump enters the inlet sections of the
PILOT OPERATED CHECK VALVE hoist valve in port (11), passes through check
valve (18), and stops at the closed high pressure pas-
The Pilot Operated Check Valve (6, Figure 7-1) is sage (19) at the two main spools (7 & 8) as shown in
opened by power down pilot pressure to allow oil in the Figure 7-4.
raise port to by-pass the hoist up limit solenoid for initial
power down operation while the solenoid is activated Pressure builds to approximately 60 psi (414 kPa) on
by the hoist limit switch. the pilot of the flow control valve (2) causing the valve
to compress the spring and open, allowing the oil to
flow the through hoist valve port (23) to the service
brakes for brake disc cooling and eventually back to
SNUBBER VALVE the tank. Between the hoist valve port (23) and the
The snubber valve (12, Figure 7-1) controls the rate of brakes or heat exchanger, the cooling supply tee’s to
flow of oil out of the hoist cylinder annulus area as the orificed regulator valves. If supply pressure attempts to
body is raised. Restriction of the flow from this area increase above 35 psi (240 kPa), the regulator valve
prevents the cylinders from extending faster than the opens and dumps to tank.
pump can provide oil to the head end, due to the Oil also flows out hoist valve port (12) to port (12) on
external load at the tail of the body when the load the pilot valve, through the hoist pilot valve spool, and
passes over the tail. out pilot valve port (10) to the tank. This oil flow is
limited by orifices in the inlet sections of the hoist valve
COUNTERBALANCE VALVE and therefore has no pressure buildup.
The counterbalance valve (14, Figure 7-1) works in
conjunction with the snubber valve and controls the
pressure of the cushion of oil in the annulus area of the
hoist cylinder when the body approaches the maxi-
mum dump angle. The valve limits the maximum pres-
sure build-up by relieving pressure in excess of 3000
psi (20, 400 kPa), preventing possible seal damage.

FIGURE 7-4. FLOAT POSITION
1. Hoist Relief Valve (2500 psi) 10. Tank Return Port 17. Anti-void Check Valve
2. Flow Control Valve 11. Supply Port 18. Load Check Valve
3. Secondary Low Press. Valve (250 psi) 12. Pilot Supply Port 19. High Pressure Passage
4. Snubber Valve 13. Hoist Limit Solenoid 20. Low Pressure Passage
5. Rod End Work Port 14. Raise Pilot Port 21. Pilot Operated Check Valve
6. Hoist Cylinders 15. Down Pilot Port 22. Primary Low Pressure Valve (26 psi)
7. Rod End Spool 16. Power Down Relief 23. Brake Cooling Circuit Port
8. Head End Spool Valve (1500 psi) 24. Counterbalance Valve
9. Head End Work Port 25. Check Valve

POWER UP OPERATION (Figure 7-5) As the hoist cylinders extend, oil in the annulus area of
all three stages must exit sequentially from the cylin-
The hoist pilot valve spool is moved to the Power Up
ders. Initially, the rod end spool (7) ports are closed.
position when the operator moves the lever rearward
As the returning oil entering port (5) builds low pres-
in the cab. The pilot supply oil coming in port (12) is
sure, it flows through the check-poppet in the top of the
prevented from returning to the tank and, instead, is
spool, through Ports (15), through the pilot valve spool,
directed out port (14) through hoist limit solenoid (13)
and out port (10) of the pilot valve to the tank.
and into port (14) of the hoist valve.
No pressure is present on the top of spool (7). Cylinder
From there it goes to the top of the head end spool (8),
return pressure passes through the check-poppet in
builds pressure on the end of the spool, causes the
the bottom of spool (7) to build pressure under the
spool to move down compressing the bottom spring,
spool which moves the spool upward compressing the
and connects the high pressure passage (19) to head
top spring. This movement allows the returning cylin-
end port (9). Working oil flow in the high pressure
der oil to flow into the low pressure passage (20) to
passage is now allowed to flow through the spool (8)
the primary low pressure relief valve (22). Approxi-
and out port (9) to extend the hoist cylinders.
mately 26 psi (179 kPa) causes this valve to open,
Even though a small amount of oil flows through the allowing the oil to flow out port (10) to the tank.
check poppet in the top of Spool (8), raise pilot pres-
If the load passing over the tail of the body during
sure at ports (14) increases to slightly higher pressure
dumping attempts to cause the body to raise faster
than the required hoist cylinder pressure. As a result,
than the oil being supplied by the pump, the oil return-
the pilot supply pressure in ports (12) also increases
ing from the annulus area of the hoist cylinders passing
causing back pressure to occur in the spring area of
through the snubber valve (4) (and conterbalance
the flow control valve (2). This overcomes the pilot
valve) controls how fast the hoist cylinders can extend
pressure on the other end of the flow control valve
due to the external force of the load. The speed is
causing it to close and direct the incoming pump oil
controlled by the orificed restricter in the snubber
through the head end spool (8) to the hoist cylinders
valve.
to extend them. At this time, oil flow to the brake cooling
circuit is stopped. During the normal raise process, the raise pilot pres-
sure supplied to the counterbalance valve (24) will
If at any time the resistance to the flow of the pump oil
open the cylinder return ports fully any time raise
coming into the inlet section causes the pressure to
pressure is above 666 psi (4,600 kPa). As the load shifts
increase to 2500 psi (17,238 kPa), the pilot pressure
toward the tail of the body, the raise pressure de-
against hoist relief valve (1) causes it to open and allow
creases. As it drops below 666 psi (4,600 kPa), the
flow to exit out port (23) to the brake cooling circuit and
valve starts restricting oil flow causing a backpressure
to return to the tank.
to the annulus area. If raise pressure were to drop to 0
psi (kPa), return pressure would increase to 3000 psi
(20,400 kPa) maximum.
When the operator releases the hoist lever, the valves
change to the HOLD position. If the body raises to the
position that activates the hoist limit switch located
above the right rear suspension before the operator
releases the lever, the hoist limit solenoid (13) is ener-
gized. The solenoid valve closes the raise pilot Port
(14) on the hoist and releases the hoist pilot valve raise
pilot pressure at port (14) to tank, allowing the head
end spool (8) to center and shut off supply of oil to the
hoist cylinders. This prevents maximum extension of
the hoist cylinders.

FIGURE 7-5. POWER UP POSITION
1. Hoist Relief Valve (2500 psi) 10. Return Port 17. Anti-void Check Valve
7. Rod End Spool 16. Power Down Relief 23. Brake Cooling Port

HOLD OPERATION (Figure 7-6) Both pilot ports (14 & 15) in the pilot valve are closed
by the pilot valve spool. In this condition pressure is
The pilot valve spool is positioned to allow the pilot
equalized on each end of each main spool (7 & 8)
supply oil entering port (12) to return to the tank
allowing the springs to center the spools and close all
through Port (10). Pilot supply pressure in ports (12)
ports to trap the oil in the cylinders and hold the body
then decreases to no pressure allowing flow control
in its current position.
valve (2) to open and route the incoming pump oil to
the brake cooling circuit through port (23) and back to
the tank.

FIGURE 7-6. HOLD POSITION

POWER DOWN OPERATION (Figure 7-7) As oil attempts to return from the head end of the hoist
cylinders, it initially encounters the closed head end
When the operator moves the lever to lower the body,
spool (8). Pressure increases on the bottom end of the
the hoist pilot valve is positioned to direct the pilot
spool causing it to move upward. This allows the re-
supply oil in ports (12) through ports (15) to the top of
turning oil to go into the low pressure passage (20),
the rod end spool (7).
build up 26 psi (179 kPa) to open the primary low
Pilot pressure increases to move the spool down com- pressure relief (3), and exit the hoist valve through
pressing the bottom spring. Movement of the spool Port (10) to the tank.
connects the high pressure passage (19) to the rod
As the body descends and the hoist limit solenoid is no
end (annulus area) of the hoist cylinders. At the same
longer activated, the pilot operated check valve is no
time, the flow control valve (2) is forced to close as pilot
longer necessary.
pressure increases thus directing the incoming pump
oil to the hoist cylinders through Spool (7) and check
valve (25) rather than back to the tank. Oil flow to the
brake cooling circuit ceases when the flow control
valve closes.
If the body is at the maximum up position, the hoist limit
switch has the hoist limit solenoid activated, therefore
closing the raise port (14) on the hoist valve. Power
down pilot pressure in ports (15) pushes open the pilot
operated check valve (21) so the pilot pressure in
ports (14) is open to tank through the Pilot valve spool.

FIGURE 7-7. POWER DOWN POSITION

FLOAT OPERATION (Figure 7-8) The 26 psi (179 kPa) in the low pressure passage
causes oil to flow to the rod end of the cylinders to keep
When the operator releases the lever as the body
them full of oil as they retract . When the body reaches
travels down, the hoist pilot valve spool returns to the
the frame and there is no more oil flow from the cylin-
FLOAT position. In this position all ports (10, 12, 14, &
ders, the main spools center themselves and close the
15) are common with each other. Therefore, the pilot
cylinder ports and the high and low pressure passages.
supply oil is returning to tank with no pressure build-up
thus allowing the flow control valve (2) to remain open
to allow the pump oil to flow through hoist valve port
(23) to the brake cooling circuit and eventually return-
ing to the tank.
With no blockage of either RAISE or DOWN pilot
ports (14 & 15) in the pilot valve, there is no pressure
on the top of either main spool. The oil returning from
the head end of the hoist cylinders builds pressure on
the bottom of the head end spool (8) exactly like in
POWER DOWN allowing the returning oil to transfer to
the low pressure passage (20). The back pressure in
the low pressure passage created by the primary low
pressure relief valve (22) causes pressure under the
rod end spool (7) to move the spool upward. This
connects the low pressure passage to the rod end of
the hoist cylinders.

FIGURE 7-8. FLOAT POSITION
1. Hoist Relief Valve (2500 psi) 10. Tank Return Port 17. Anti-void Check Valve

NOTES

HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE
Removal
3. Thoroughly clean the exterior of the hoist valve.
4. Mark, disconnect and cap or plug all line connec-
tions to help prevent hydraulic oil contamination,
Relieve pressure before disconnecting hydraulic refer to Figure 8-1.
lines. Tighten all connections securely before ap- 5. Remove capscrews and lockwashers securing
plying pressure. the hoist valve to its mounting bracket.
physician familiar with this type of injury is not The hoist valve weighs approximately 425 lbs. (193
received immediately. Kg). Use a suitable lifting device that can handle
1. Ensure adequate overhead clearance and raise the load safely.
truck body. Secure body in raised position with
safety cable. 6. Attach a lifting device to the hoist valve and
remove valve from truck.
2. Using standard procedure, shut down engine and
turn key switch to the off position. Slowly move 7. Move the hoist valve to a clean work area for
hoist lever to “LOWER” position to allow body to disassembly.
lower against safety cable and relieve hoist cyl-
inder pressure.
FIGURE 8-1. HOIST

VALVE AND PIPING
1. Hoist Valve
2. Pilot Valve Supply
3. Down Line (Pilot
Valve)
4. Raise Line (Pilot
Valve)
5. Tank Return
6. Hoist Valve Supply
Lines
7. Front Brake Cooling
Supply
8. Check Valve
9. Counterbalance
Valve
10. Raise/Lower Line
11. Snubber Valve
12. Power Down Line
13. Rear Brake Cooling
Supply
14. Hoist Cylinder
15. Hydraulic Tank
L08021 Hoist Circuit Component Repair L8-1

O-Ring Replacement
NOTE: It is not necessary to remove the individual
valve sections to accomplish repair, unless emergency
field repair is required to replace the O-rings between
sections to prevent leakage. Loosening and retighten-
ing of the main valve tie rod nut could cause distortion
resulting in binding or severely sticking plungers, pop-
pet and spools.
To replace the O-rings between the valve sections:
1. Remove the four tie rod nuts and washers (7,
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 or nicks. If scratches or nicks are
found, remove by lapping on a smooth flat steel
FIGURE 8-2. HOIST VALVE ASSEMBLY surface with fine lapping compound.
1. Inlet Section (Rear) 4. Inlet Section (Front) 3. Lubricate the new O-rings lightly with multipur-
2. Spool Section (Work Ports) 5. Nuts and Washers pose grease. Replace O-rings between sections.
3. Spool Section (Tank Ports) 6. Tie Rods Stack the sections together making sure O-rings
7. Tube between the sections are properly positioned.
4. Install the four tie rods with the dished washer
Installation between the nut and housing (Figure 8-3).
1. Attach a suitable lifting device that can handle the 5. A torque wrench should be used to tighten the
load safely to the hoist valve. Move the hoist nuts in the pattern shown in Figure 8-4. The tie
valve into position and secure in place with cap- rods should be tightened evenly to 105 ft. lbs.
screws, nuts and lockwashers. Tighten cap- (142 N.m) torque in the following sequence:
screws to standard torque. a. Tighten nuts evenly to 15 ft. lbs. (20 N.m)
2. Using new O-rings at the flange fittings, connect torque in order 1, 4, 2, 3.
hydraulic lines. Tighten flange capscrews to b. Tighten nuts evenly to 32 ft. lbs. (43 N.m)
standard torque. Refer to Figure 8-1 for hydraulic torque in order 1, 4, 2, 3.
line location. c. Tighten nuts evenly to 105 ft. lbs. (142 N.m)
3. Connect pilot supply lines, tighten fittings se- torque in order 1, 4, 2, 3.
curely.
4. Start the engine. Raise body and remove safety
cable. Lower and raise body to check for proper
operation. Observe for leaks.
5. Service hydraulic tank if necessary.
FIGURE 8-4. TIGHTENING SEQUENCE

FIGURE 8-3. TIE ROD INSTALLATION
L8-2 Hoist Circuit Component Repair L08021

FIGURE 8-5. INLET SECTION DISASSEMBLY
1. Capscrew 5. Spring 8. O-Rings 11. Check Valves
2. Inlet Cover 6. Sleeve 9. Inlet Valve Body 12. Springs
3. Spring (Orange) 7. Secondary Low Pressure Relief 10. O-Rings 13. Cover
4. Flow Control & Main Relief Valve 14. Capscrews
INLET SECTION
Disassembly
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Disconnect the external tube (7, Figure 8-2) at
the cover end and remove. Remove capscrews
(14, Figure 8-5), remove cover (13). Remove
springs (12), check valves (11) and O-rings (10).
NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove capscrews (1) and cover (2). Remove
springs (3 & 5) and flow control/main relief valve
(4). Remove sleeve (6), low pressure relief (7)
and O-rings (8).
NOTE: If restrictor poppet removal in cover (2, Figure
8-5) is required, refer to step 4 and figure 8-6.
4. Remove sleeve (9), backup ring (8), O-ring (7),

backup ring (6). Remove backup ring (5), O-ring
(4), backup ring (3) and restrictor poppet (2).
5. Repeat steps 1 through 4 for the opposite inlet
section if disassembly is required.
FIGURE 8-6. 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
5. Backup Ring

Cleaning and Inspection REAR SPOOL SECTION
(Work Ports)
1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
Disassembly
2. Inspect all springs for breaks or distortion. Inspect
NOTE: It is not necessary to remove the inlet sections
poppet seating surfaces for nicks or excessive
(1 or 4, Figure 8-2) to accomplish spool section (2 or
wear. All seats must be sharp and free of nicks.
3) disassembly.
3. Inspect all bores and surfaces of sliding parts for
1. Match mark or identify each part when removed
nicks, scores or excessive wear.
in respect to its location or respect to its mating
4. Inspect poppets in their respective bore for fit. bore to aid reassembly.
Poppets should move freely, through a complete
2. Remove capscrews and lift spool section cover
revolution, without binding.
(1, Figure 8-9) from housing.
5. Inspect fit and movement between sleeve and
3. Remove poppet (1, Figure 8-7) from spool cover.
low pressure relief valve.
Remove and discard O-ring (3).
Assembly NOTE: The poppet (1) contains a small steel ball.
Do not misplace.
1. Coat all parts including housing bores with clean
type C-4 hydraulic oil. Lubricate O-rings lightly 4. Remove and discard O-rings (4 & 5, Figure 8-8).
with a multipurpose grease.
5. Remove restrictor poppet (1). Remove and dis-
2. If restrictor poppet (2, Figure 8-6) was removed, card O-ring (2) and backup ring (3), if used. Note
reassemble in the order shown. the position of the restrictor when removed to
insure correct reassembly.
3. Install check valves (11, Figure 8-5) in their
respective bores. Install springs (12). 6. Remove spool assembly (20, Figure 8-9). Note
the color of the lower spring (blue) to insure
4. Install O-rings (10), and cover (13). Install cap-
proper location during reassembly. Also note the
screws (14). Tighten capscrews to 60 ft. lbs. (81
“V” groove on top end of spool.
N.m) torque.
5. Install secondary low pressure relief (7) in sleeve
(6) and install assembly in housing (9). Install
flow control/main relief valve (4). Install springs
(3 & 5). Install cover (2). Install capscrews (1).
Tighten capscrews to 60 ft. lbs. (81 N.m) torque.
Connect external tube, tighten nuts to 25 ft. lbs.
(34 N.m) torque.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL

1. Restrictor Poppet 4. O-Ring
2. O-ring * 5. O-Ring
FIGURE 8-7. POPPET AND BALL
3. Backup Ring *
1. Poppet 3. O-Ring * NOTE: Items 2 and 3 not used on all valves.
2. Steel Ball

FIGURE 8-9. WORK PORTS SPOOL SECTION ASSEMBLY
1. Spool Cover 8. O-Ring 15. Spool End
2. Spring Seat 9. Restrictor Poppet 16. Spring (Blue)
3. Plug 10. O-Ring 17. O-Ring
4. O-Ring 11. Spring 18. Poppet
5. O-Ring 12. Restrictor Poppet (Red) 19. Spool Cover
6. Poppet 13. Spool Housing 20. Spool Assembly
7. Ball 14. Spool Assembly 21. Restrictor Poppet (Green)
22. Restrictor Poppet (White)

Assembly
ORIFICE
POPPET COLOR DRILL SIZE
DIAMETER 1. Lubricate O-rings (4, 5 & 10, Figure 8-9) with
clean hydraulic oil. Install O-rings in spool hous-
Red .140 in. (3.556 mm) #28
ing. Install poppet (18). Install cover (19) and
Green .093 in. (2.362 mm) #42 secure in place with capscrews. Tighten cap-
screws to 60 ft. lbs. (81 N.m) torque.
White .063 in. (1.6 mm) #52
2. Install spring (11, Figure 8-9) in spool (20). Install
spring seat (2). Apply Loctite to the threads of
FIGURE 8-10. POPPET IDENTIFICATION spool end (15). Install spool end and tighten to
25 ft. lbs. (34 N.m) torque. Install Green poppet
(21). Apply Dri-loc #204 to the threads of plug (3).
7. Remove plug (3) from end of spool. Remove Install plug and tighten to 15 ft. lbs. (20 N.m)
spring seat (2) and spring (11). Remove poppet torque.
(21) and spool end (15).
NOTE: Poppets 12, 21 and 22 may be color coded and
NOTE: Pay special attention to poppets (12, 21 and 22 must be installed in their original location.
Figure 8-9) during removal to ensure proper location
during reassembly. Poppets may be identified with a
colored dot (Red, Green or white). If poppets are not 3. Repeat step 2 for the opposite end of spool (20)
color coded, use the chart in Figure 8-10 and the to install spring, spring seat, and spool end.
specified drill bit to measure orifice diameter for iden- Make certain spring (16) is blue in color. (A
tification. poppet and plug are not installed in lower end.)
8. Repeat step 7 to disassemble opposite end of 4. Lubricate spool assembly and carefully install in
spool (20). Note there is no plug or restrictor spool housing as shown in Figure 8-11. Make
poppet in opposite end and the spring is blue. certain the “V” groove (1) in spool assembly (2)
is positioned up as noted.
9. Remove spool assembly (14). At top end of spool,
remove plug (3). Remove spring seat (2) and 5. Install spring (11, Figure 8-9) in top (grooved) end
spring (11). Remove poppet (12) and spool end of remaining spool (14). Install spring seat (2).
(15). Apply Loctite to the threads of spool end (15).
Install spool end and tighten to 25 ft. lbs. (34
10. At opposite end, remove plug (3), spring seat (2)
N.m) torque. Install Red poppet (12). Apply Dri-
and spring (16). Remove restrictor poppet (22)
loc #204 to the threads of plug (3). Install plug
and spool end (15).
11. Remove cover (19), remove O-rings (4, 5 & 10).
6. Repeat step 5 for the bottom end of spool (14).
Remove poppet (18).
Install spring (16) which is blue in color, spring
seat (2) and spool end (15). Apply Loctite to
spool end threads. Install spool end (15) and
Cleaning and Inspection tighten to 25 ft. lbs. (34 N.m) torque. Install
White poppet (22). Apply Dri-loc #204 to the
1. Discard all O-rings and backup rings. Clean all
threads of plug (3). Install plug and tighten to 15
parts in solvent and blow dry with compressed
air.
7. Lubricate the assembled spool and install in
2. Inspect all springs for breaks or distortion. Inspect
spool housing as shown in Figure 8-11. Make
poppet seating surfaces for nicks or excessive
certain the “V” groove is in the up position.
wear. All seats must be sharp and free of nicks.
NOTE: Spools (14, Figure 8-9) and (20) are physically
3. Inspect all bores and surfaces of sliding parts for
interchangeable. Make sure spool (14) is installed
nicks, scores or excessive wear.
toward the base port of the spool housing.
4. Inspect all poppets in their respective bore for fit.
Poppets should move freely through a complete
revolution without binding .

FRONT SPOOL SECTION
(Tank Ports)
Disassembly
NOTE: It is not necessary to remove the inlet sections
(1 or 4, Figure 8-2) to accomplish spool section disas-
sembly and repair.
1. Match mark or identify each spool in respect to
its mating bore when removed.
2. Remove capscrews and lift spool section cover
(4, Figure 8-12) from housing.
3. Remove and discard O-rings (5 & 6).
4. Remove capscrews and remove bottom cover (9)
from spool housing. Remove and discard O-
rings.
FIGURE 8-11. SPOOL INSTALLATION
5. Remove springs (8). Push spools (7) out of
1. “V” Groove 3. Work Ports
housing bores.
2. Spool Assembly Spool Section
8. If used, install O-ring (2, Figure 8-8) and backup

ring (3) on restrictor poppet (1). Install poppet in
spool housing as shown in Figure 8-9. 1. Discard all O-rings. Clean all parts in solvent and
blow dry with compressed air.
9. Install new O-rings (4, 5 & 10).
2. Inspect springs for breaks or distortion.
10. Install new O-ring (and backup ring if used) on
poppet (6, Figure 8-9). Make certain the small 3. Inspect housing bores and surfaces of spools for
steel ball (7) is installed in poppet. Install poppet nicks, scoring or excessive wear.
in cover (1).
11. With new O-rings (4, 5 & 10) installed, position
cover (1) over spool housing. Secure cover in Assembly
place with capscrews. Tighten capscrews to 60
1. Lubricate spools (7, Figure 8-12) with clean hy-
draulic oil and re-install in their original bores.
Note: Cover must be positioned according to match Install springs (8).
marks made during disassembly. Do not reverse cover
2. Lubricate O-rings (5 & 6) with clean hydraulic oil.
position.
Install O-rings in bottom of spool housing. Install
bottom cover (9) and secure in place with cap-
screws. Tighten capscrews to 60 ft. lbs. (81
N.m) torque.
3. Lubricate O-rings (5 & 6) and install in top of spool
housing. Install top cover (4) and secure in place
with capscrews. Tighten capscrews to 60 ft. lbs.
(81 N.m) torque..
4. If removed, install plugs (2) with new O-rings (3).

FIGURE 8-12. TANK 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 the hoist pilot valve (1, Figure 8-13) into
Removal position on the mounting bracket. Secure valve
1. Place the hoist control lever in the body down in place with capscrews.
position. Make certain the body is in the full down 2. Position hydraulic lines over valve ports and
position and resting on the frame. Release the assemble fittings. Tighten hydraulic line connec-
hoist control lever to return the hoist valve spool tions securely.
to the FLOAT position.
3. Place hoist control lever in spring-centered posi-
2. Disconnect hydraulic lines at the hoist pilot valve tion. Adjust pilot valve spool until the centerline
(1, Figure 8-13) located in the hydraulic compo- of the cable attachment hole extends 1.16 in.
nents cabinet at the rear of the cab. Remove (29.5 mm) from the face of the valve body.
capscrews (5).
4. Align control cable eye with pilot valve spool hole
3. Loosen and unthread jam nut (8). Unthread and insert pin (10). Secure pin in place with cotter
sleeve (9) until cotter pin (6) and pin (10) are pin (6).
exposed.
5. Thread sleeve (9) upward until contact is made
4. Remove cotter pin and pin. with valve body. Move flange (4) into position and
5. Remove the hoist pilot valve mounting capscrews secure in place with capscrews (5).
and remove valve from cabinet. Refer to hoist 6. Thread jam nut (8) against sleeve. Tighten jam
pilot valve disassembly for repair instructions. nut securely.
7. Start the engine and check for proper hoist op-
eration. Observe for leaks.
FIGURE 8-13. HOIST PILOT VALVE & PIPING

(Located in Hydraulic Components Cabinet)
1. Hoist Pilot Valve 5. Capscrew
2. Hoist LimitSolenoid Valve 6. Cotter Pin 8. Jam Nut
3. Piloted Check Valve 7. Control Cable 9. Sleeve
4. Flange 10. Pin

Disassembly 2. Remove machine screw (15, Figure 8-14) seal
plate (16), wiper (13) and O-ring (12).
1. Thoroughly clean the exterior of the valve. Match
mark components to assure proper reassembly. 3. Remove snap ring (1), capscrews (6), cap (24),
spacer (23), and detent sleeve (22). Detent Balls
(2) and (21) will fall free when the cap and detent
sleeve are removed. Separate cap (24), spacer
(23) and detent sleeve (22), as this will be nec-
essary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing (17). Remove seal retainer (25), wiper
(26) and O-ring (27) from spool (14).
5. Insert a rod in the cross holes of the detent pin
(3) and unscrew from spool (14). Slight 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 8-15) from the
spool housing (1).
8. Match mark the inlet and outlet housings in
relationship to the spool housing to insure correct
location during reassembly.
9. Remove nuts (8 &10, Figure 8-14) and remove
tie rods (9). Separate the valve housings. Re-
move O-ring (11). Remove the poppet check and
spring located on the outlet housing side of the
spool housing, from the spool housing.
FIGURE 8-14. 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 8-15. RELIEF VALVE
10. Nut 24. Cap
11. O-Ring 25. Seal Retainer 1. Spool Housing 4. To Hoist Valve (Rod End)
12. O-Ring 26. Wiper 2. Relief Valve 5. To Hoist Valve (Base
13. Wiper 27. O-Ring 3. Supply Port End)
14. Spool 6. Return to Tank

Cleaning and Inspection 5. Install tie rods. Install tie rod nuts. Tighten tie rod
nuts to the torques shown in Figure 8-16.
1. Clean all parts including housings in solvent and
blow dry with compressed air. 6. Install a new O-ring (27, Figure 8-14) and wiper
(26). Install seal retainer (25).
2. Inspect seal counter bores, they must be free of
nicks or grooves. 7. Install spacer (5), spring seats (19), and spring
(4). Thread detent pin (3) into spool (14). Slight
3. Examine springs for breaks or distortion.
pressure will be required to compress the detent
4. Inspect spool (14, Figure 8-14). The spool must spring. Tighten detent pin to 84-96 in. lbs. (9-11
be free of longitudinal score marks, nicks or N.m) torque. Install spring (20). Carefully install
grooves. spool into spool housing.
5. Test spool (14) in spool housing for fit. Spool must 8. Apply grease to the cross holes of the detent pin
fit freely and rotate through a complete revolution (3) to hold balls (21) and (2).
without binding.
9. Slide detent sleeve (22) into cap (24) and place
NOTE: The spool housing (17), spool (14), inlet hous- over a punch. Using this punch, depress ball (21)
ing (18) and outlet housing (7) are not serviced sepa- and insert balls (2) in detent pin cross holes.
rately. Should any of these parts require replacement,
10. While holding down on ball (21), slide detent
the entire control valve must be replaced.
sleeve (22) and cap (24) as an assembly over the
detent pin (3). Continue to insert detent sleeve
(22) until it contacts spring seat (19).
Assembly
11. Secure cap (24) in place with capscrews (6).
1. Thoroughly coat all parts including housing bores Tighten capscrews (6) to 5 ft. lbs. (7 N.m) torque.
with clean type C-4 hydraulic oil. Install spacer (23) and snap ring (1).
2. If the inlet and outlet housings were removed 12. Install a new O-ring (12) and wiper (13). Install
follow steps 3 through 5 for reassembly. seal plate (16). Install machine screws (15).
3. Install check poppet (2, Figure 8-16) and spring 13. Using new O-rings, install relief valve (2, Figure
(3) in spool housing (1). 8-15) in spool housing.
4. Install new O-ring (4) in spool housing. Place the
inlet and outlet housings on the spool housing.
FIGURE 8-16. HOIST PILOT VALVE REASSEMBLY FIGURE 8-17. 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 - UP LIMIT SOLENOID VALVE 4. At the upper mount, remove self-locking nut (4,
Figure 8-18) from pin retaining capscrew. Re-
The hoist-up limit solenoid (2, Figure 8-13) is used in
move capscrew (5). Use a brass drift and ham-
the hydraulic circuit to prevent maximum hoist cylinder
mer to drive pin (1) from bore of mounting
extension. The solenoid valve is a 3-way valve, and is
bracket.
controlled by a magnetic proximity switch (hoist limit
switch) located near the body pivot and the right rear 5. Carefully lower cylinder until it lays against the
suspension upper mount. inside dual tire. The hoist cylinder weighs ap-
proximately 2500 lbs. (1135 kgs). Attach a suit-
When the body is nearly fully raised, the body acti-
able lifting device that can handle the load safely
vates the magnetic proximity switch, energizing the
to the upper cylinder mounting eye.
solenoid to open the “raise” pilot line to tank and close
the “raise” pilot line to the hoist valve, stopping further 6. Install a retaining strap or chain to prevent the
oil flow to the hoist cylinders. cylinder from extending during handling.
The solenoid valve is non–repairable except for O-ring 7. At the lower mount, straighten lock plate tabs to
replacement. If valve malfunctions, replace as a unit. allow capscrew removal. Remove all capscrews
(1, Figure 8-19), locking plate (2) and retainer
HOIST CYLINDERS plate (3).
8. Carefully remove cylinder from frame pivot by
Removal pulling outward. Move cylinder to a clean area for
disassembly.
NOTE: Do not lose spacer (6, Figure 8-19) between
cylinder bearing and frame.
lines. Tighten all connections securely before ap- 9. Clean exterior of the cylinder thoroughly.
plying pressure.
physician familiar with this type of injury is not
1. Insure engine and key switch have been “Off” for
at least 90 seconds to allow accumulator to bleed
down. Be certain the park brake is applied.
2. Disconnect the lubrication lines to the upper and
lower bearings of the hoist cylinder.
3. Remove capscrew and lockwashers from clamps
securing the hydraulic hoses to the hoist cylin-
der. Cap and plug lines and ports to prevent
excessive spillage and contamination. Secure
cylinder to frame to prevent movement.
The hoist cylinder weighs approximately 2500 lbs.

(1135 kg). Some means of support is necessary to FIGURE 8-18. HOIST CYLINDER UPPER MOUNT
prevent it from falling or causing injury when re-
moving from the truck. Use a suitable lifting device 1. Pin 4. Locknut
that can handle the load safely. 2. Retainer Ring 5. Capscrew
3. Bearing

Installation
7. Start engine, raise and lower body several times
to bleed air from cylinder. Check for proper op-
eration and inspect for leaks.
8. Service hydraulic tank if necessary.
Install a retaining strap or chain to prevent the
cylinder from extending during handling. The hoist
cylinder weighs approximately 2500 lbs. (1135 kg).
Use a suitable lifting device that can handle the
load safely.
1. Raise the cylinder into position over the pivot

point on the frame. The cylinder should be posi-
tioned with the air bleed vent plug on top, toward
the front of the truck. Install spacer (6, Figure
8-19). Align bearing eye with pivot point and push
cylinder into place.
2. Install retaining plate (3), locking plate (2),and
capscrews. Tighten capscrews to 220 ft. lbs.
(298 N.m) torque. Bend locking plate tabs over
capscrew flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket. Refer to
Figure 8-18.
4. Align retaining capscrew hole in pin with hole in
mounting bracket and install pin. Install cap-
screw (5) and self-locking nut (4) and tighten to
standard torque.
5. Install new O-rings in grooves on hose flange
connections and lubricate with clean hydraulic
oil. Position flanges over hoist cylinder ports and
install flange clamps. Secure clamps with cap-
screws and lockwashers. Tighten capscrews to
standard torque.
6. Reconnect lubrication lines for the upper and
FIGURE 8-19. HOIST CYLINDER LOWER MOUNT
lower hoist cylinder bearings.
1. Capscrew 4. Retainer Ring
2. Lock Plate 5. Bearing
3. Retainer 6. Spacer

FIGURE 8-20. HOIST
CYLINDER
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. Bearing

Disassembly NOTE: As internal parts are exposed during disassem-
bly, protect machined surfaces from scratches or
1. If removal of the hoist cylinder eye bearings is
nicks.
necessary, remove retainer ring (4, Figure 8-19)
and press out bearing (5).
2. Mount the hoist cylinder in a fixture which will 8. Rotate the cylinder housing 180o. Remove the
allow it to be rotated 180o. retainer installed in step 6.
3. Position cylinder with the cover (10, Figure 8-20) 9. Fabricate a round disc 12.5 in. (318 mm) in
mounting eye at the top. Remove capscrews (11) diameter .38 in. (10 mm) thick with a .56 in. (14
and lockwashers retaining the cover to the hous- mm) hole in the center. Align the disc over the
ing (4). second (2) and first (3) stage cylinders at the
bottom of the cylinder housing.
4. Install two 0.88 in. dia. x 9 in. long, threaded
capscrews into the two threaded holes in the 10. Insert a .50 in. (13 mm) dia. x 53 in. (1350 mm)
cover (10). Screw the capscrews in evenly until threaded rod through the top and through the hole
the cover can be removed. Lift cover straight up in the disc. Thread a nut on the bottom end of the
until quill assembly (22) is clear. Remove O-ring threaded rod below the disc.
(12) and backup ring (23).
11. Screw a lifting eye on the top end of the rod. Attach
5. Remove capscrews (7) and plate (5) attaching it to a lifting device and lift the second and first
the rod bearing retainer (6) to the rod (1). Re- stage cylinders out of the housing.
move the seal (8).
12. Remove lifting tools from the second and first
6. Fabricate a retainer bar using a 1/4" x 1" x 18" (6 stage cylinder assembly.
x 25 x 460 mm) steel flat. Drill holes in the bar to
13. Slide the second stage cylinder (2) down inside
align with a pair of tapped holes spaced 180°
the first stage cylinder (3). Remove snap ring (9)
apart in the housing. Attach bar to housing using
from inside the first stage cylinder.
capscrews (11).
14. Remove second stage cylinder from first stage
NOTE: A retainer bar is required to prevent the first
cylinder by sliding it out the top.
and second stage cylinders from dropping out when
the housing is inverted. 15. Remove all old bearings, O-rings, and seals from
o the hoist cylinder parts.
7. Rotate the cylinder assembly 180 , to position the
lower mounting eye at the top. Hook a lifting
device to the eye on the rod (1) and lift the rod
and third stage cylinder assembly out of the
cylinder housing.

NOTE: Use only fresh cleaning solvent, lint free wiping
cloth and dry filtered compressed air when cleaning
and handling hydraulic cylinder parts. Immediately
after cleaning and inspection, coat all surfaces and
parts with clean hydraulic oil (Type C-4).
1. Thoroughly clean and dry all parts.
2. Visually inspect all parts for damage or excessive
wear.
3. If cylinder bores or plated surfaces are exces-
sively worn of grooved, the parts must be re-
placed or, if possible, replated and machined to
original specifications.
4. The quill (2, Figure 8-21) should be checked for
tightness if it has not previously been tack
welded.
a. Check the quill for tightness by using special
tool SS1143 (Figure 8-21) and applying a tight- FIGURE 8-21. QUILL INSTALLATION
ening torque of 1000 ft. lbs. (1356 N.m). 1. Cap Assembly 2. Quill Assembly
b. If the quill moves, remove quill, clean threads
in cover assembly and quill, and reinstall using
NOTE: SS1143 Tightening Tool can be made locally.
the procedure in “Quill Installation”.
Request the following drawings from your Area or
5. When a cylinder assembly is dismantled, the Regional Service Manager:
capscrews (7, Figure 8-20) should be checked
carefully for distress and, if in doubt, replace SS1143 Tightening Tool - Assembly Drawing
them. 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)

ASSEMBLY OF QUILL AND CYLINDER
NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.
Quill Installation
1. The plugs (3, Figure 8-22) and the check balls (4)
in the quill should be checked during any cylinder
repair to insure the plugs are tight and ball seats
are not damaged. Refer to “Installation of Check
Balls and Plugs in Quill”.
2. Secure cap assembly (1) in a sturdy fixture. Make
certain threads in cap and threads on quill are
clean and dry (free of oil and solvent).
3. Using Loctite “LOCQUIC®” Primer “T” (Komatsu
part number TL8753, or equivalent), spray mat-
ing threads of both cap assembly (1) and quill
assembly (2).
Allow primer to dry 3 to 5 minutes.
4. Apply Loctite Sealant #277 (Komatsu part num-
ber VJ6863, or equivalent) to mating threads of
both cap assembly and quill assembly.
5. Install quill and use SS1143 tool to tighten quill
to 1000 ft. lbs. (1356 N.m) torque. Allow parts to
cure for 2* hours before exposing threaded areas
to oil.
* Note: If “LOCQUIC®” primer “T” (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
6. Tack weld quill in 2 places as shown in Figure

8-22.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.
During future cylinder rebuilds, removal of the quill will FIGURE 8-22. PLUG and CHECK BALL
not be necessary, unless it has loosened or is dam- INSTALLATION
aged. Removal, if necessary, will require a break-loose
force of at least 2000 ft. lbs. (2712 N.m) torque after 1. Cap Assembly 3. Plug
the tack welds are ground off. 2. Quill Assembly 4. Check Ball

Installation Of Check Balls And Plugs In Quill 1. Use the newer plugs and make certain threads in
quill tube and on plugs are clean and dry (free of
The check balls (4, Figure 8-22) in the side of the quill
oil and solvent).
assembly (2) are held in place with threaded plugs (3).
2. Use Loctite “LOCQUIC®” Primer “T” (TL8753, or
If a plug is missing and the check ball is not found in
equivalent), and spray mating threads of both
the cylinder, the opposite side hoist cylinder and the
plugs (3, Figure 8-22) and quill assembly (2).
plumbing leading to the hoist valve should be exam-
Allow primer to dry 3 to 5 minutes.
ined for damage. The hoist valve itself should also be
checked to see if the ball or plug has caused internal 3. Apply Loctite Sealant #277 (VJ6863, or equiva-
damage to the spool. Peening of the necked down lent) to mating threads of both plugs and quill
sections of the spool may result. Spool sticking may assembly.
also occur under these circumstances.
4. Place check balls (4) in quill tube (2) and install
Refer to Figure 8-23 for SS1158 tool that can be made plugs (3) with concave side facing ball. Using
for installing or removing the check ball plugs. SS1158 tool, tighten plugs to 70 ft.lbs. (95 N.m)
torque. Allow parts to cure for 2* hours before
Plugs should be checked during any cylinder repair to
exposing threaded areas to oil.
be sure they are tight. If found to have any movement,
they should be removed and the ball seat in the quill * Note: If “LOCQUIC®” primer “T” (TL8753) was not
checked to see if it is deformed. used, the cure time will require 24 hours instead of 2
hours.
• If deformation of the ball seat has occurred, the
quill should be replaced. 5. Stake plug threads in two places (between holes)
as shown in Figure 8-22 to prevent loosening of
• If the ball seat area is not deformed, measure the
plug.
plug thickness as shown in Figure 8-21:
If removal of the plug is necessary in a later rebuild, it
Older Plug is 0.25 ±0.02 in. thick.
will be necessary to carefully drill out the stake marks
Newer plug is 0.38 ±0.02 in. thick. and destroy the plug. A new plug should be installed
and staked as previously detailed.
FIGURE 8-23. SS1158 TOOL

PLUG INSTALLATION/REMOVAL

Assembly of Cylinder NOTE: Check capscrews (1, Figure 8-24) carefully for
distress and, if in doubt, replace them with new parts.
1. Install seals (15, Figure 8-20) and bearing (14)
on second stage cylinder. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper
12. Lubricate capscrews (1, Figure 8-24) with a lith-
(21) on first stage cylinder. Lubricate with clean
ium base grease. Install capscrews and plate (2)
hydraulic oil (Type C-4).
2. Align and slide the second stage cylinder (2)
inside the first stage cylinder (3). Allow the sec-
ond stage to protrude far enough to install the
snap ring (9) on the inside of the first stage
cylinder.
3. Mount the housing (4) in the fixture with the cover
end positioned at the top. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper
(21) in the housing.
4. Install lifting tool used during disassembly in the
second and first stage cylinder assembly.
5. Install bearings (13 & 24) on the first stage
cylinder (3). Lift and align this assembly over the
housing (4). Lower the second and first stage
cylinders into the housing.
6. Install retainer used during disassembly to hold
the second and first stage cylinder in place when
the housing is rotated. Rotate housing 180o to
position the lower mounting eye at the top.
7. Install bearings (19) and buffer seal (18), rod seal
FIGURE 8-24. 3rd STAGE PISTON
(20) and rod wiper (21) in the second stage
cylinder (2). Note the proper orientation of the 1. 12 Pt. Capscrew 3. Piston
rod seal (20) backup ring; install with radi- 2. Plate
used corner toward seal and white dot away
from seal.
8. Attach a lifting device to the rod eye (1) and align
it over the housing (4). Lower the rod into the
housing. Lubricate the rod with hydraulic oil.
13. Install O-ring (12, Figure 8-20) and backup ring
9. Rotate housing 180° to position the cover end at
(23) on cover (10). Align and lower cover onto
the top. Remove retainer installed in Step 5.
housing (4). Lubricate capscrews (11), install
Install bearings (17) and seal (16) on the rod
capscrews and lockwashers. Tighten capscrews
bearing retainer (6).
10. Thread two guide bolts 4 in. (100 mm) long in the
14. Install hoist cylinder eye bearing (5, Figure 8-19)
end of the rod (1). Install seal (8) on the end of
and retainer rings (4) if removed.
the rod.
11. Align piston rod bearing retainer (6) over guide
bolts and lower it over the end of the rod (1).
Remove guide bolts.

DISABLED TRUCK DUMPING
PROCEDURE
Sometimes it is necessary to dump a load from the
body of a truck when the hoist system is inoperable.
The following instructions describe the use of a “good”
truck to provide the hydraulic power required to raise
the body of the “disabled” truck to dump the load.
In the example below, Figure 8-25 illustrates a typical
hookup from the good truck. The disabled truck may
be another Komatsu Model 930E, or a different model.
HOOKUP
Be certain there is an adequate, clear area to dump
the loaded box. When the good truck is in position, shut
down the engine and allow the hydraulic system to
bleed down. Be certain pressure has bled off before
connecting hoses. FIGURE 8-25. PUMP MODULE, HOSE HOOKUP
(Model 730E shown)
1. With the good truck parked as close as possible
to the disabled truck, attach a hose from the 1. Hoist Valve
power up quick disconnect (4, Figure 8-25) to 2. Hoses to LH Hoist Cylinder
the power down circuit of the disabled truck. 3. Power Down Quick Disconnect; Connect
(Hose must be rated to withstand 2500 psi (17 to power up circuit of “disabled” truck
MPa) or greater pressure. 4. Power Up Quick Disconnect; Connect to
power down circuit of “disabled” truck
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 b. Remove the cap from the Hoist Pilot Valve relief
quick disconnect (3) to the power up circuit of valve (2, Figure 8-15) located in the hydraulics
the disabled truck. components cabinet behind the cab. While
counting the number of turns, slowly screw the
NOTE: If both trucks are a Model 930E, the hoses will relief valve adjustment screw clockwise until it
be installed at the quick disconnects shown in Figure bottoms.
8-25 and will be crossed when connected.
5. Repeat step 4 to dump the disabled truck.
DUMPING PROCEDURE
Lowering the Body:
Raising the Body: 6. Place the hoist lever of the good truck in FLOAT
3. On the disabled truck, move the hoist control to lower the body. If necessary, momentarily
lever to power up and then release it to place the place the hoist control in POWER UP until the
hoist pilot valve in the HOLD position (leave in body is able to descend in FLOAT. Do not accel-
this position during entire procedure). erate the engine.
4. Start the engine on the good truck, place the hoist 7. After body is lowered, shut down the truck, bleed
control in the power down position and increase the hydraulic system and disconnect the hoses.
engine RPM to high idle to dump the disabled 8. Reduce power down relief valve pressure to
truck. If the body of the disabled truck fails to normal on good truck by turning the adjustment
raise, increase the good truck power down relief counterclockwise the same number of turns as
pressure as follows: required in step 4 b.
a. Shut down engine and allow the hydraulic
9. Check power down relief pressure per instruc-
system to bleed down.
tions in Section L10.
10. Check hydraulic tank oil level.

HYDRAULIC SYSTEM FILTERS
HOIST CIRCUIT FILTER
The hoist circuit filter (Figure 9-1) is located on the fuel
tank below the right frame rail. The filter provides sec-
ondary filtering protection for hydraulic oil flowing to
the hoist valve and hoist circuit components.
An indicator switch (5) is designed to alert the operator
of filter restriction before actual bypass occurs. The
switch contacts close at 35 psid (240 kPa) to actuate a
warning lamp on the overhead display panel. Actual
filter bypass occurs at 50 psid (345 kPa).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating tem-
perature before using the warning lamp as an indicator
to change the element.
Refer to Section P, Lubrication and Service for recom-
mended normal filter element replacement interval.
Earlier replacement may be required if the restriction
indicator lamp turns on.
Premature filter restriction may indicate a system com-
ponent 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 contami-
nated or has a strong foul odor, do not change the oil;
replace only the filter elment.

applying pressure.
Hydraulic fluid escaping under pressure can have FIGURE 9-1. HOIST CIRCUIT FILTER
sufficient force to enter a person’s body by pene- 1. O-Ring 7. Backup Ring
trating the skin and cause serious injury and pos- 2. Plug 8. Set Screw
sibly death if proper medical treatment by a 3. Filter Head 9. Filter Element
physician familiar with this injury is not received 4. O-Ring 10. Bowl
immediately. 5. Indicator Switch 11. Bleed Plug
6. O-Ring 12. O-Ring
13. Bottom Plug
L09008 Hydraulic System Filters L9-1

Removal Installation
1. With the key switch “Off” allow at least 90 seconds 1. Install new element (9). Install new O-ring (6) and
for the accumulators to bleed down. backup ring (7).
2. Remove bleed plug (11, Figure 9-1). Remove bot- 2. Install bowl on filter head and tighten. Lock in place
tom plug (13) and drain oil from the housing into with setscrew (8).
a suitable container.
3. Install bottom plug (13), and bleed plug (11).
INDICATOR SWITCH
Take care to avoid contact with hot oil if truck has The indicator switch (5, Figure 9-1) is factory preset to
been operating. Avoid spillage and contamination! actuate at 35 psid (240 kPa). The switch and warning
light should be routinely tested as a part of the regular
vehicle maintenance program. Refer to “Indicator
3. Loosen setscrew (8). Remove bowl (10). Switch Test Procedure” in this Section.
4. Remove filter element (9).
5. Remove and discard backup ring (7) and O-ring
(6).
6. Clean bowl in solvent and dry thoroughly.
L9-2 Hydraulic System Filters L09008

STEERING CIRCUIT FILTER
The steering circuit filter (Figure 9-2) is located on the
inboard side of the fuel tank. The filter provides secon-
dary filtering protection for hydraulic oil flowing to the
bleeddown manifold valve for the steering and brake
systems.
An indicator switch (1) is designed to alert the operator
of filter restriction before actual bypass occurs. The
switch contacts close at 35 psid (240 kPa) to actuate a
warning lamp on the overhead display panel. Actual
filter bypass occurs at 50 psi (345 kPa).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating tem-
perature before using the warning lamp as an indicator
to change the element.
Refer to Section P, “Lubrication and Service” for rec-
ommended normal filter element replacement interval.
Earlier replacement may be required if the restriction
indicator lamp turns on.
Premature filter restriction may indicate a system com-
ponent 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 contami-
nated or has a strong foul odor, do not change the oil;
replace only the filter elment.
Relieve pressure before disconnecting hydraulic FIGURE 9-2. STEERING CIRCUIT FILTER
applying pressure.
1. Indicator Switch 6. O-Ring
2. Setscrew 7. Filter Element
sufficient force to enter a person’s body by pene- 3. Head 8. Bowl
trating the skin and cause serious injury and pos- 4. Bleed Plug 9. O-Ring
sibly death if proper medical treatment by a 5. O-Ring 10. Drain Plug
immediately.

Removal INDICATOR SWITCH
1. With the key switch “Off” allow at least 90 seconds The hydraulic filter indicator switch is factory preset to
for the accumulators to bleed down. actuate at 35 psid (240 kPa). Switch adjustment is not
2. Remove plug (10, Figure 9-2), loosen bleed plug necessary or recommended, however the switch and
(4) and drain oil from the housing into a suitable warning lamp should be tested periodically for proper
container. operation. The indicator switch is not repairable and if
inoperative, replace switch assembly.
Figure 9-3 shows a pressure switch tester and Figure
9-4 shows a test block to accept the switch during
testing. The test block may be fabricated as shown.

been operating. Avoid spillage and contamination! Test Procedure
3. Remove bowl (8) and element (7). 1. With the key switch “Off” allow at least 90 seconds
for the accumulators to bleed down.
4. Remove and discard O-ring (6) on filter bowl.
2. Disconnect wiring harness and remove switch
5. Clean bowl in solvent and dry thoroughly. from filter head.
Installation 3. Install switch in test block. Connect pressure tester

to pipe nipple. Reconnect wires to switch.
1. Install new element (7). Install new O-ring (6) on
bowl. 4. Turn key switch on. Pump up pressure to test block
while observing tester gauge and hydraulic oil filter
2. Install bowl on filter head and tighten. warning light in cab. Light should turn on at 35 ± 5
3. Install drain plug (10), and O-ring (9). Tighten bleed psi (240 ± 34.5 kPa). If not, test bulb and switch as
plug (4). follows:
a. If lamp fails to light, remove wire (circuit # 39)
INDICATOR SWITCH from switch and short to ground. If warning
lamp does not light, replace bulb.
The indicator switch (1, Figure 9-2) is factory preset to
actuate at 35 psid (240 kPa). The switch and warning b. If lamp lights when wire # 39 is grounded in
light should be routinely tested as a part of the regular previous step, use an ohmeter to verify switch
vehicle maintenance program. Refer to “Indicator contacts close at 35 psi (240kPa).
Switch Test Procedure”. 5. If switch contacts fail to close, replace switch
assembly.
NOTE: The hydraulic filter warning lamp may be acti-
vated by either the hoist or steering/brake circuit filter
indicator switch.

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

HYDRAULIC CHECK-OUT PROCEDURE
GENERAL INFORMATION STEERING CIRCUIT CHECK-OUT &
The hydraulic check-out procedure is intended to help ADJUSTMENT PROCEDURE
the technician check, adjust, and diagnose problems The steering circuit hydraulic pressure is supplied from
in the steering and hoist circuits. The technician should the piston pump and steering accumulators. Some
read the entire check-out procedure prior to perform- steering system problems, such as spongy or slow
ing any steps to become familiar with the procedures steering or abnormal operation of the “Low Steering
and all the warnings and cautions. The check-out pro- Pressure” warning light can sometimes be traced to
cedure begins by checking the basic system before internal leakage of steering components. If internal
checking individual components. leakage is suspected, refer to “Steering Circuit Com-
Included on the last page is a data sheet to record the ponent Leakage Test.”
information observed during the hydraulic system NOTE: Excessive internal leakage within the brake
check-out procedure. The data sheet is designed to be circuit may contribute to problems within the steering
removed, copied, and used during the check-out pro- circuit. Be certain that brake circuit leakage is not
cedure. excessive before troubleshooting steering circuit. For
* Steps indicated in this manner should be re- Brake Circuit Test Procedure, refer to Section “J”,
corded on the data sheet for reference. Brake System.
The steering circuit can be isolated from the brake

circuit by releasing all steering system pressure and
then releasing all pressure from the brake accumula-
Hydraulic fluid escaping under pressure can have tors and removing the brake system supply line (15,
sufficient force to enter a person’s body by pene- Figure 10-2) from the brake circuit high pressure filter
trating the skin and cause serious injury, and pos- located near the bleeddown manifold (see WARNING).
sibly death, if proper medical treatment by a Plug the brake supply hose and cap the fitting at the
physician familiar with this type of injury is not filter inlet to prevent high pressure leakage.
components in the hydraulic circuits, or installing Prior to checking the steering system, the hydraulic
test gauges, ALWAYS bleed down hydraulic steer- steering and brake systems must have the correct
ing accumulator. accumulator precharge and be up to normal operating
temperatures. Refer to “Steering Circuit Component
The steering accumulators can be bled down by Repair, Steering Accumulator Charging Procedure” in
shutting down the engine, turning key switch “Off”, this section of the manual for accumulator charging
and waiting 90 seconds. Confirm the steering pres- instructions.
sure is released by turning the steering wheel; no
front wheel movement should occur.
Bleed down brake system accumulators prior to

removing any hoses supplying oil to the brake
system.
If the steering and brake pump has just been
installed, it is essential that the steering pump case
is full of oil prior to starting the engine. Refer to
“Steering Circuit Component Repair, Steering and
The AC drive system Rest Switch, located on the Brake Pump”, Section L6 for instructions.
instrument panel, must be in the ON position and
the GF Cutout Switch in the CUTOUT position
during test procedures. (See Figure 3-1, page E3-2,
Propulsion System, for GF switch location.)
L10010 6/98 Hydraulic Check-out Procedure L10-1

Equipment Requirements
The following equipment will be necessary to properly
check-out the hydraulic steering circuit
• Hydraulic schematic, refer to Section “R”.
• Two 0-5000 psi (0-35,000 kPa) range calibrated
pressure gauges and hoses.
• A graduated container marked to measure liq-
uid volume in cubic inches or milliliters.
Pump Pressure Control Adjustments

With the brake system functioning properly and the
parking brake on, proceed as follows:
1. Place selector switch in NEUTRAL, apply the
parking brake and place the Rest switch in the
ON position and the GF Cutout Switch in the
CUTOUT position. Shut down engine and turn
key switch off. Wait 90 seconds for the steering
accumulators to completely bleed down before
opening circuits to take leakage measurements,
to make repairs, or to install or remove a gauge.
FIGURE 10-2. BLEEDDOWN MANIFOLD VALVE
1. Valve Body 10. Flow Amplifier Return
2. Return To Tank 11. Bleeddown Solenoid
3. Supply from Steering 12. Steering Pressure
Be sure steering accumulator oil pressure has
Pump & Filter Feedback Test Port
been bled down. Turn the steering wheel; the
4. Diagnostic Test Port 13. To Front Accumulator
wheels should not move if all oil pressure has been
5. Bleeddown Solenoid 14. To Rear Accumulator
relieved.
6. Relief Valve, 500 psi 15. Brake Circuit Supply
2. Check hydraulic oil level in tank and add oil if 7. Check Valve 16. From Steering Press. Sw.
required. Be certain suction line shut-off valves 8. Flow Amplifier Supply 17. Check Valve
are open. 9. Return From Hoist 18. Relief Valve, 4000 psi
Pilot Valve
3. Remove plug and install an accurate 5000 psi

(35,000 kPa) pressure gauge at the steering pres-
sure “GPA” test port (4, Figure 10-1) located on
the suction side of the pump. Install a second
5000 psi (35,000 kPa) gauge at the steering pres-
sure feedback test port (12, Figure 10-2) on the
bleeddown manifold test port.
4. Turn unloader valve adjustment screw (2, Figure
10-1) clockwise until it bottoms out.
5. Back out the pressure compensator adjustment
screw (3), by turning counterclockwise.
6. Start engine and adjust pressure compensator (3)
to obtain 3325 psi (22,923 kPa) on the pressure
FIGURE 10-1. PUMP PRESSURE CONTROLS gauge at the “GPA” pump port. Tighten compen-
1. Stroke Adjustment 3. Compensator Adjustment sator jam nut.
2. Unloader Adjustment 4. GPA Port * Record on Data Sheet
L10-2 Hydraulic Check-out Procedure L10010 6/98

7. Shut down the engine and allow the accumulators Steering Control Valve and Flow Amplifier
to bleed down. Leakage Test
8. Back out unloader valve adjustment screw (2, 1. Disconnect the flow amplifier return hose at the
Figure 10-1) completely. bleeddown manifold. Plug the fitting on the bleed-
down manifold.
9. Start engine and allow pump pressure to build
until the pump unloads. 2. Disconnect steering control valve return hose at
the tee fitting located under the hydraulic compo-
NOTE: When the steering pump unloads, pump output
nents cabinet behind the cab. Install a plug on the
pressure at the “GPA” pressure test port will drop to
opened tee fitting. Do Not block hoist pilot
approximately 200 to 400 psi (1380 to 2760 kPa).
valve return hose.
10. Steer the truck to cause the accumulator pressure
3. Start engine and allow steering system to reach
to drop until the pump loads.
normal operating pressure.
11. Observe increasing pressure readings on the
4. Measure leakage from flow amplifier return hose
gauge installed at the steering pressure feedback
removed in step 1.:
test port (12, Figure 10-2).
Maximum permissible leakage is 50 cubic
When pressure increases to 3000 to 3050 psi
inches (820 ml) per minute.
(20,680 to 21,025 kPa), adjust unloader valve
If leakage is excessive, the flow amplifier
by turning adjustment screw clockwise until
should be repaired or replaced.
the pump unloads and pressure begins to de-
crease. * Record on Data Sheet
* Record on Data Sheet 5. Measure leakage from steering control valve re-
turn hose removed in step 2.:
12. Steer the truck slowly again while observing the
steering pressure feedback gauge. Maximum permissible leakage is 10 cubic
The pump must reload when pressure drops
If leakage is excessive, the steering control
to 2750 psi (18,960 kPa) minimum.
valve should be repaired or replaced.
* Record on Data Sheet
13. If minimum reloading pressure in step 12. is not
6. Shut down engine and allow accumulators to
correct, repeat unloader valve adjustment, steps
bleed down completely. Steer the truck to verify
11. and 12.
all pressure has bled off. Reinstall all hoses to
NOTE: The critical pressure setting is the 2750 psi their proper location.
(18,960 kPa) when the pump loads. The unloading
pressure follows the loading pressure adjustment and
should occur at approximately 3025 psi (20,855 kPa).
14. Tighten jam nut to lock pressure adjustment.
Bleeddown Manifold Leakage Test
15. Steer truck to cause system to cycle several times
1. Disconnect the hoist pilot valve return hose (9,
to verify system pressure begins to increase
Figure 10-2) located on the side of the bleeddown
(pump cycles from unload to load) once pressure
manifold. Plug this line and cap the open fitting
has dropped to 2750 psi (18,960 kPa).
on the manifold.
16. Shut down engine and allow accumulators to
Note: With the hoist pilot valve return line plugged, the
bleed down completely. Turn the steering wheel
hoist circuit will go over relief. This is normal. Do not
to verify no pressure remains.
run engine above idle and no longer than 6 to 7
17. Remove gauges and cap test ports. minutes to perform the following tests.

2. Before performing the next step, it will be neces- STEERING/BRAKE PUMP STROKE ADJUSTMENT
sary to draw a vacuum on the hydraulic tank to
Later model trucks are equipped with an adjustable
prevent oil loss when the bleeddown manifold
pump stroke control (1, Figure 10-1) to control the
tank return line is disconnected.
volume of oil produced by the steering/brake pump.
Use of this feature is required only if the truck is oper-
ated at high altitude locations (greater than 10,000 ft.
(3,050 meters) above sea level). If the truck is operating
at high altitudes, contact the Komatsu Area Service
Hydraulic tank oil level is above the level of this Representative for instructions regarding stroke con-
return line. It is necessary to draw a vacuum on the trol adjustment procedures.
hydraulic tank to prevent a large amount of oil
For trucks operating at lower altitudes, this adjustment
draining from the tank with the return line discon-
should not be changed from the factory setting (ad-
nected from the bleeddown manifold.
justed fully counterclockwise). The factory setting pro-
vides full pump flow for maximum performance.
3. Disconnect return line to tank (2, Figure 10-2) from
bleeddown manifold and plug the line to the tank.
4. Remove the vacuum on the hydraulic tank.
5. Start the engine and allow the system to build
pressure until the unloader valve unloads the
pump. Measure leakage at the open tank return
port fitting on the bleeddown manifold.
Maximum permissible leakage is 33.0 cubic
If leakage is excessive, the bleeddown sole-
noids (5 or 11, Figure 10-2), the steering
system relief valve (18), or the piloted check
valve is defective and should be replaced.
In the next step, DO NOT use the key switch to shut

down the engine and allow accumulators to bleed
down during the next operation. If the instrument
panel key switch is turned off, all accumulator oil
will be discharged through the open port on the
bleeddown manifold!
6. After test is complete, shut down the engine using
the shutdown switch located on the console.
7. Re-attach vacuum source to hydraulic tank and
draw a vacuum before removing plug from bleed-
down manifold tank return line. Attach return line
to bleeddown manifold.
8. Remove vacuum source. Remove test equipment FIGURE 10-3. STEERING RELIEF VALVE
and reinstall all hoses to their proper location. ADJUSTMENT
9. Turn key switch to OFF position to allow steering 1. Flow Amplifier Valve 3. O-Ring
accumulators to bleed down. 2. Plug 4. Relief Valve Adjustment

SHOCK AND SUCTION VALVES The other gauge should read 3100 psi
(21,370 kPa).
Equipment Requirements * Record on Data Sheet
The following equipment will be necessary to properly 8. If pressure is incorrect during step 6 or 7, the
test the steering circuit shock and suction valves: shock and suction valves must be replaced.
• Hydraulic schematic, refer to Section “R”.
NOTE: The shock and suction valves are only serviced
• Three 0-5000 psi (0-35,000 kPa) range cali- as complete units, and cannot be adjusted while in-
brated pressure gauges and hoses. stalled in the flow amplifier valve.
9. After the above test is complete, lower the steering
Before the shock and suction valves in the steering relief pressure to 2750 psi (18,960 kPa) as fol-
circuit can be tested, steering system pressure must lows:
be increased to obtain sufficient pressure for testing. a. Steer full left or right and maintain a slight
In addition, the steering relief valve pressure must be pressure against the steering wheel.
raised above the pressure required to actuate the b. Adjust steering relief valve, using the 5 mm allen
shock and suction valves. wrench to obtain 2750 psi (18,960 kPa) on the
gauge showing pressure.
1. Install a 5000 psi (0-35,000 kPa) pressure gauge
at the steering pressure feedback test port (12, 10. After adjustment is complete, install plug (2, Figure
Figure 10-2). 10-3) with O-ring (3) on valve body.
2. Install a 5000 psi (0-35,000 kPa) gauge in each 11. Reset unloader valve to specified unload pressure;
steering cylinder manifold test port. (Located on back out the unloader valve adjustment screw
frame crossmember, under engine.) completely counterclockwise.
3. Raise steering relief valve pressure as follows: 12. Steer the truck to reduce pressure in the steering
circuit and cause the pump to load.
a. Remove external plug (2, Figure 10-3) on flow
amplifier valve, using an 8 mm allen wrench. a. Observe increasing pressure readings on the
gauge installed at the steering pressure feed-
b. Insert a 5 mm allen wrench into opening and
back test port (12, Figure 10-2).
gently bottom out adjustment (4) by turning
clockwise. When pressure increases to 3000 to 3050 psi
(20,680 to 21,025 kPa), adjust unloader valve
4. Start the engine and allow steering system to build
by turning adjustment screw clockwise until
pressure.
the pump unloads and feedback pressure be-
5. While observing gauge at the steering pressure gins to decrease.
feedback test port, turn unloader valve adjust- b. Steer the truck again while observing the steer-
ment (2, Figure 10-1) clockwise until approxi- ing pressure feedback gauge.
mately 3300 psi (22,750 kPa) is obtained.
The pump must reload when pressure drops
NOTE: This pressure is near the pump compensator to 2750 psi (18,960 kPa) minimum.
pressure setting and the pump may not unload, how-
ever it is not necessary for the pump to unload during
this test. 13. If minimum reloading pressure in step 12. is not
correct, repeat unloader valve adjustment.
6. While observing the two gauges installed on the
steering manifold, steer the truck against the left * Record on Data Sheet
stop. NOTE: The critical pressure setting is the 2750 psi
Pressure on one of the gauges should read (18,960 kPa) when the pump loads. The unloading
3100 psi (21,370 kPa). pressure follows the loading pressure adjustment and
should occur at approximately 3025 psi (20,855 kPa).
7. Steer the truck to the opposite stop.

HOIST SYSTEM RELIEF VALVE AND Pressure Checks
BRAKE COOLING CIRCUIT 1. Install a 0-100 psi (0-1000 kPa) low pressure
PRESSURES gauge at each brake cooling circuit manifold
block at the front and rear of the hoist valve.
NOTE: If relief valve or hoist valve assembly has been
replaced or rebuilt, hoist valve “power up” pressure 2. Install a 0-3500 PSI (0-25,000 kPa) gauge in the
should be checked. Also, check the brake cooling hoist cylinder manifold power down test port.
circuit for correct pressures.
3. Install a 0-3500 PSI (0-25,000 kPa) gauge in each
Check hoist system “power down” relief pressure if the
hoist pump outlet test port (6, Figure 10-4).
hoist pilot valve has been replaced or rebuilt.
4. Install a 0-100 psi (0-1000 kPa) low pressure
gauge at the inlet and outlet of the brake cooling
circuit heat exchanger.
Brake Cooling Circuit Test

1. Start engine and run at low idle. Place hoist
lines. Tighten all connections securely before ap-
control lever in the FLOAT position.
plying pressure.
Hoist pump outlet pressures should be ap-
proximately 80 psi (550 kPa).
Equipment Requirements * Record on Data Sheet
The following equipment will be necessary to properly Pressure at front and rear brake cooling cir-
check-out the hoist relief and brake cooling circuit cuit manifold blocks should be approximately
pressures: 15 psi (100 kPa) or less.
• Hydraulic schematics, refer to Section “R”. * Record on Data Sheet
• Three 0-3500 psi (0-25,000 kPa) range cali- 2. With engine at low idle, move the hoist control
brated pressure gauges and hoses for hoist lever to POWER UP.
circuit pressure readings.
Pressure at front and rear brake cooling cir-
• Four 0-100 psi (0-1000 kPa) low pressure
cuit manifold blocks should drop to 0 psi (0
gauges and hoses for brake cooling circuit
kPa) while body raises.
pressure readings.
Hydraulic oil temperature should be approximately
70°F (21°C) during test. 3. Increase engine speed to 1500 RPM. Place hoist
control lever in HOLD or FLOAT.
cuit manifold blocks should be approximately
43 psi (300 kPa) or less.
4. With engine at 1500 RPM, move the hoist control
lever to POWER UP.
cuit manifold blocks should drop to 0 psi (0
kPa) while body raises.
5. With the hoist control lever in the FLOAT position,
increase engine speed to maximum rpm.
FIGURE 10-4. PUMP PRESSURE TAPS
1. Shut-off Valve 4. Hoist Pump Verify pressure drop across brake cooling cir-
2. Steering Pump 5. Hoist Pump Pressure cuit heat exchanger does not exceed 10 psi
3. Compensator Ports (69 kPa).
Adjustment * Record on Data Sheet

Power Up Relief Pressure Test
The hoist valve contains two relief valves. The rear inlet
section (toward rear of truck) contains the relief valve
for the rear section of the hoist pump. The front inlet
section (toward front of truck) contains the relief valve
for the front section of the hoist pump.
1. To allow full extension of the hoist cylinders,
disconnect the hoist up limit solenoid from the
wiring harness located in the hydraulic cabinet
behind the operators cab.
FIGURE 10-5. INLET SECTION

(Front and Rear Inlet Sections are Identical)
Be sure there is adequate (safe) overhead clear- 1. Capscrew 6. Sleeve

ance before raising body to full up position. 2. Inlet Cover 7. Secondary Low
3. Spring Pressure Valve
4. Main Relief Valve 8. O-Rings
2. With engine at low-idle, place hoist lever in 5. Spring 9. Inlet Valve body
POWER UP position and hold until body is in the
full raised position. (Be certain gauges are iden-
tified as to the front or rear section of the pump
when pressures are read.) c. Move hoist control lever to the “power down”
position and allow body to completely rest on
Pressure at both hoist pump outlet test ports
frame rails.
should be 2500 ± 100 psi (17,237 ± 690 kPa).
* Record on Data Sheet d. Disconnect tube from inlet section cover (2,
Figure 10-5). Disconnect hose(s) at top port.
e. Remove capscrews (1) from cover (2). Remove
cover (1) and spring (3) from relief valve (4).
Adjustment
f. Loosen jam nut on relief valve (4) and turn screw
If hoist relief pressure is incorrect on either gauge, the “in” (clockwise) to increase pressure or “out”
corresponding relief valve should be readjusted. Adjust (counter-clockwise) to decrease pressure.
relief valve in rear hoist valve inlet section if the rear
pump section pressure was incorrect and/or adjust the NOTE: Each 1/4 turn of the adjustment screw
relief valve in front hoist valve inlet section if the front will cause approximately 150 psi (1,034 kPa)
pump section pressure was incorrect. change in pressure.
1. If power up relief pressure is incorrect in either the
front or rear inlet section, adjust pressure as g. Install spring (3) and cover (2) with new O-rings
follows: (8). Install and tighten capscrews (1). Install
a. Lower body until it is resting on frame rails and tube to cover fitting. Install hose(s) at top port.
shut down engine. Wait at least 90 seconds 2. Check pressure again, repeating step 2. If neces-
until accumulators bleed down. sary, repeat adjustment procedure until correct
b. Relieve all hydraulic pressure from hoist sys- pressure is attained.
tem.

Power Down Relief Pressure Test
NOTE: The hoist system “power down” relief valve is
located on the hoist pilot valve, located in the hydraulic
components cabinet, behind the cab.
1. If not installed previously, Install a 0-3500 psi
(0-25,000 kPa) pressure gauge at the test port on
the hoist cylinder manifold, power down circuit.
2. Start engine and run at low idle. Allow the accu-
mulators to fill and the steering pump to unload.
3. With the body resting on the frame and engine at
low idle, place hoist lever in the power down
position.
Pressure at the test port on the hoist cylinder
manifold should be 1500 ± 75 psi (10,340
± 517 kPa).
FIGURE 10-6. POWER DOWN RELIEF VALVE
Adjustment 1. Spool Housing 2. Relief Valve
1. If power down relief pressure is not within speci-
fications, adjust as follows:
a. Remove cap from power down relief valve (2,
Figure 10-6).
1.) To increase power down relief pressure, turn
adjusting screw in (clockwise).
2.) To decrease power down relief pressure, turn
adjusting screw out (counter-clockwise).
2. Recheck power down relief pressure (step 3) after
valve adjustment. Install cap on relief valve .
3. Shut down engine, allow accumulators to bleed
down. Remove gauges, hoses etc.

Hoist Counterbalance Valve Adjustment
1. With the engine shut down, the body resting on
the frame, the hoist valve in the FLOAT position
and hydraulic system pressure bled down, dis-
connect the 3/8" pilot line (4, Figure 10-7) at the
Counterbalance Valve (1).
2. Install a plug (5) in the pilot line hose. Leave port
on Counterbalance Valve open to atmosphere.
3. Install a 5000 psi (35,000 kPa) gauge (3) at the
SAE # 6 port on the manifold block bolted to the
hoist cylinder manifold that connects to the
Counterbalance Valve. (Gauge will measure rod
end pressure.)
4. Start the engine and operate at high idle. Raise
the body while observing the pressure gauge (3):
Pressure should be 3000 psi (20,680 kPa) as
the hoist cylinder 3rd stage extends.
5. If necessary, adjust Counterbalance Valve pres-
sure at pressure adjustment (2); turning the ad-
justment stem clockwise decreases pressure.
Turning counterclockwise increases pressure.
After adjustment is complete, secure locknut on
adjustment stem.
NOTE: Total adjustment range is 3 turns.
6. Repeat the above procedure until correct pres-
sure is obtained. FIGURE 10-7. COUNTERBALANCE VALVE
7. After adjustment is complete, place the hoist valve ADJUSTMENT
in FLOAT and lower body on the frame. Be cer- 1. Counterbalance Valve 4. Pilot Pressure Hose
tain the hoist valve remains in the FLOAT 2. Pressure Adjustment 5. Plug
position. 3. Pressure Gauge 6. Hoist Valve
8. Shut down the engine and allow accumulators to
bleed completely.
9. Remove pressure gauge (3) and plug manifold
port.
10. Remove plug (5) and reinstall pilot line (4) at
Counterbalance Valve.

HYDRAULIC SYSTEM FLUSHING PROCEDURE
The following instructions outline the procedure for Flushing Procedure
flushing the hydraulic system.
1. Set all controls in the “Neutral” position. Do not
steer the truck or operate controls until the next
Preparation
step is completed.
1. Verify and correct, if necessary, the various relief
2. Start the engine and run at 1000 RPM for five
valves and adjustable hydraulic system compo-
minutes. This will circulate oil with all valves in the
nents (refer to "Hydraulic Checkout Procedure").
neutral position.
2. Place the Selector Switch in NEUTRAL, apply the
3. To increase flow and turbulence in the system,
Parking Brake and place the REST switch in the
increase engine speed to full throttle and main-
"ON" position. (Leave the "Rest" switch "ON" for
tain for four minutes. This will carry contaminates
all the following procedures.)
to the hydraulic tank.
a. Shut down engine and turn key switch "OFF".
Be certain the Link Voltage Warning Lamps 4. Shut down engine and turn key switch OFF.
turn off. Allow at least 90 seconds for the accumulators to
bleed down.
b. Allow at least 90 seconds for the steering accu-
mulators to bleed down. 5. Close the brake accumulator bleed down valves
c. Open the brake accumulator bleed down valves on the brake manifold (opened in step 2.c.
on the brake manifold. "Preparation").
(This will allow any contaminants in the brake 6. To enable full extension of the hoist cylinders,
accumulators to return to the hydraulic tank.) disconnect hoist limit solenoid in hydraulic com-
3. Thoroughly clean the exterior of the hydraulic ponents cabinet.
tank. Drain the hydraulic tank and flush the inte- 7. Start engine and run at 1000 RPM while perform-
rior with a cleaning solvent. Inspect all hydraulic ing the following:
hoses for deterioration or damage.
a. Steer truck full left then full right - repeat ten (10)
times.
NOTE: If a system component fails, all flexible hoses
should be removed and back flushed with a cleaning b. Steer full left (keeping pressure against the
solvent. Inspect for small particles which may be steering wheel) and hold for 10 seconds.
trapped inside the hose. c. Steer full right (keeping pressure against the
steering wheel) and hold for 10 seconds.
NOTE: The Hydraulic tank oil temperature should be
4. Remove, clean and reinstall the hydraulic tank
110° - 130°F (43° - 54°C) after accomplishing Step 7. If
strainers. Change all high pressure filter ele-
not, repeat Step 3 to increase oil temperature to the
ments.
proper operating range.
5. Fill hydraulic tank with clean, Type C-4 hydraulic
oil.
8. Increase engine speed to full throttle and steer full
6. Bleed trapped air inside steering pump. (Refer to left and full right.
“Steering and Brake Pump”, Section L.)
9. Return all controls to “Neutral”.
The following procedures involve raising and low-

ering the dump body.
Be certain adequate clearance is available above
body before raising body to the full "UP" position.

10. Reduce engine speed to 1000 RPM and perform Filter Element Replacement
the following:
After the hydraulic system flushing procedure has been
completed, all system high pressure filter elements
must be replaced.
1. Close both hoist pump suction line shut-off valves.
In all of the following hoist "UP" exercises, as the Close the steering pump suction line shut-off
second stage starts out of the hoist cylinder in the valve.
power up mode, slowly decrease engine speed to
prevent sudden bottoming of the cylinder. Severe 2. Remove hoist, steering, and brake circuit hydrau-
damage to the hoist cylinder may occur if this lic filters (if truck is equipped with brake filters),
precaution is not followed. clean housings and install new filter elements.
(Detailed instructions may be found in Section
L9.)
a. Extend hoist cylinders fully and “FLOAT” down
- repeat ten (10) times. 3. Check hydraulic tank oil level and refill if neces-
b. Extend hoist cylinders to full extension and hold sary.
hoist control lever in the “Up” position for 10 4. Open all (three) suction line shut-off valves.
seconds.
c. Lower hoist cylinders and hold lever in “Down”
position for 10 seconds after cylinders are fully
retracted.
11. Increase engine speed to full throttle and perform
the following:
a. Hoist up to full extension, then allow cylinders
to float down.
b. Return hoist control to “Float”.
12. Operate the vehicle (on a typical haul cycle, if
possible) to exercise the braking functions a mini-
mum of 30 times. Insure that the braking is also
exercised in "Reverse", as would be seen in a
typical haul cycle.
13. If the unit is equipped with any hydraulically oper-
ated attachment, the attachment must also be
cycled in a similar manner, following the Checkout
Procedure, or operator instructions.
14. Shut down engine and turn key switch OFF.
15. Allow at least 90 seconds for the accumulators to
bleed down. Turn the steering wheel to be certain
all pressure has been released.
16. Reconnect hoist limit solenoid in hydraulic com-
ponents cabinet.

NOTES

930E CHECK-OUT PROCEDURE
STEERING SYSTEM DATA SHEET
_____________Steering Accumulators charged to 1400 psi (9650 kPa).
Operate hydraulic steering system to obtain proper operating temperature. Refer to Check-out
Procedures.
PUMP PRESSURE CONTROL ADJUSTMENTS
STEP 6 _____________Steering pump compensator pressure

STEP 11 _____________Steering pump unload pressure.
STEP 12 _____________Steering pump load pressure.
STEERING CONTROL VALVE AND FLOW

AMPLIFIER LEAKAGE TESTS
STEP 4 ______________Flow amplifier return hose leakage.

STEP 5 ______________Steering control valve 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
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out Proce-
dures.
BRAKE COOLING CIRCUIT TEST
STEP 1 ______________Hoist pump outlet pressures, low idle, FLOAT position.

______________Brake cooling circuit pressure, low idle, FLOAT position.
STEP 2 ______________Brake cooling circuit pressure, low idle, POWER UP/DOWN position.
STEP 3 ______________Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position.
STEP 4 ______________Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position.
STEP 5 ______________Heat exchanger pressure drop, high idle, FLOAT position.
POWER UP RELIEF PRESSURE TEST
STEP 2 ______________Hoist relief pressure, front pump section.

______________Hoist relief pressure, rear pump section.
POWER DOWN RELIEF PRESSURE TEST
STEP 3 ______________Power down relief pressure.
HOIST COUNTERBALANCE VALVE PRESSURE

TEST
STEP 4 ______________Counterbalance valve pressure.
Name of Technician or Inspector Performing Check-Out

DATE

SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2
CHECKFIRE ELECTRIC DETECTION & ACTUATION SYSTEM - SERIES 1 . . . . . . . M2.3-1
ANSULFIRE CONTROL SYSTEM, MANUAL . . . . . . . . . . . . . . . . . . . . . . . . M2-1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-2
WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-1

Fuel Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-1
Tank Breather Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-2
Left Side Fill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-3
SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
HEATER/AIR CONDITIONING SYSTEM -134a REFRIGERANT . . . . . . . . . . . . . . . . . M9-1

Environmental Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1
Operator Cab Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-2
Principles of Refrigeration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-2
Major System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-4
System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-7
Evacuating the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-18
System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-19
24 VDC ELECTRIC SUPPLY SYSTEM – NIEHOFF 240 amp. ALTERNATOR (M13002) . . . M13-1
Electrical System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M13-1
Battery – Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . M13-1
Battery Charging System (Niehoff 240 amp. Alternator) . . . . . . . . . . . . . . . . . M13-3
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M13-3
Troubleshooting Procedures (On Truck) . . . . . . . . . . . . . . . . . . . . . . . M13-3
NIEHOFF 240 amp. ALTERNATOR OVERHAUL MANUAL (M13003) . . . . . . . . . . . . . M13-1
PAYLOAD METER II — ON - BOARD WEIGHING SYSTEM

Table Of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
M01034 03/01 Index M1-1

NOTES
M1-2 Index M01034 03/01

CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1
The Checkfire Electric Detection and Actuation System
- Series 1 (Figure 2.3- 1) uses linear detection wire. This
is a two conductor heat rated thermo cable. When the
detection cable is subjected to 221°F (105°C) the insu-
lating coating of the cable melts allowing the conduc-
tors to short together closing the electric circuit to the
squib which detonates to depress the puncture pin and
actuate the expellant cartridge.
Components of the Checkfire Electric Detection and

Actuation System are shown in Figure 2.3-1.
Control Module (Figure 2.3-2):

Provides the electrical connections necessary be-
tween the power lead and the linear detection wire to
the power lead supplying electrical power, via the
squib, to the actuator. Also provides a visual check of
power availability - pressing the switch button will illu-
minate the green indicator light if electrical power is
available in the system. FIGURE 2.3-2. CONTROL MODULE
FIGURE 2.3-1. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYS.

1. Control Module 3. Linear Detection Wire 5. (Not Shown) Test Kit
2. Manual/Automatic Actuator 4. Power Wire
M02003 Ansul "Checkfire" Electric Detection and Actuation System M2.3-1

Actuator (Figure 2.3-3): Provides automatic and man-
ual means of fire suppression system actuation. By
pulling the ring pin under the knob and then depressing
the red knob, the puncture pin will rupture the dia-
phragm in the actuator and apply the system. Automat-
ically, the squib is fixed to rupture the cartridge disc
when the linear detection wire is exposed to tempera-
tures in excess of its rated range.
FIGURE 2.3-5. POWER WIRE
FIGURE 2.3-3. MANUAL/AUTOMATIC ACTUATOR FIGURE 2.3-6. TEST KIT

1. Indicator Light Assembly
Linear Detection Wire (Figure 2.3-4): Consists of a 2. End-of-Line Detection Wire Jumper Assembly
two conductor heat rated thermo cable. The tempera-
ture rating of the cable is 221°F 105°C) black wire or Test Kit (Figure 2.3-6): Provides for checking of elec-
356°F (180°C) using red wire. When the cable is sub- trical continuity and consists of an indicator light as-
jected to temperatures in excess of this rating the sembly and an End-of-Line linear detection wire jumper
insulating coating melts allowing the conductors to assembly.
short together, closing the actuating circuit to fire the
squib.
FIGURE 2.3-7. SQUIB
FIGURE 2.3-4. LINEAR DETECTION WIRE Squib (Figure 2.3-7): Is an electrically detonated com-
ponent containing a small exact charge of powder.
Power Wire (Figure 2.3-5): Consists of a battery con- When the actuation circuit is closed by the linear de-
nector and conductor lead wires to connect the actua- tection wire melting, an internal wiring bridge in the
tion system to the truck electrical system (battery squib heats up causing the power charge to detonate,
circuit). The battery connector is equipped with a 5 forcing the puncture pin to rupture the cartridge disc
ampere in line fuse (replaceable). to release the nitrogen gas charge.
M2.3-2 Ansul "Checkfire" Electric Detection and Actuation System M02003

Securing the Detection Wire 1. The Power Wire
After the linear detection wire has been loosely in- a. Depress the button on top of the control module
stalled, secure it to the equipment being protected as and note green indicator light (Figure 2.3-9).
follows: With button, depressed, light should be on. This
indicates the power wire is installed correctly to
1. Begin at the control module with the first section the control module. If light does not appear,
of detection wire. If this section is sufficient to check all connections to insure they are
cover the total hazard area, no additional lengths snapped together. Retest by depressing but-
are required. If additional lengths are required, ton. If light is not "On" refer to "Troubleshooting
remove blank plugged connector from the end of Section" covered in this section.
first length and add lengths until the total hazard
b. If battery power is correct, proceed to checking
area(s) is covered.
total system power.
NOTE: Remember to leave closed blank plug connec-
tion on the last length of detection wire.
When making connection, push plug into recep-
tacle until a "click" is heard (Figure 2.3-8). Plugs
and receptacles are keyed to allow insertion only
in one direction. After "click" is noted, apply a
small amount of back pull to confirm connection
has been made.
FIGURE 2.3-9. POWER CHECK
Do Not install squib to power lead at this time

(Figure 2.3-10).
FIGURE 2.3-8. LINEAR DETECTION WIRE
CONNECTOR
2. Secure the wire every 12-18 in. (30-45 cm) through-

out the hazard area(s) using the black nylon cable
ties provided. Secure more often if desired, or to
keep the wire out of the way. Secure the wire to
mounting surfaces, decks, struts, hydraulic hoses
in the area, or any secure, non-moving part of the
protected equipment. Always keep the previously
mentioned guidelines in mind when installing the
wire.
Preliminary Test Before Final Hook-Up

All necesssary linear detection and power wire instal-
lation is now completed . Before arming the actuator
with the squib, it is necessary to check to insure all
connections are made properly. FIGURE 2.3-10. DO NOT CONNECT SQUIB

c. Proceed to the end of the last length of detec-
tion wire and remove the jumper assembly
(Figure 2.3-12). Finally, put original plugged
blank connector onto detection wire. The test
module light should immediately go out. If light
does not go out refer to "Troubleshooting".
d. Remove the test kit from the system by, first,
disconnecting the squib connector from the
test module (Figure 2.3-14). NOTE: Retain
these components for possible later use.
! CAUTION !
Remove jumper assembly. Otherwise, fire suppres-
sion system will discharge when squib is installed
in Electric Detection And Actuation System.
FIGURE 2.3-11. INSTALL JUMPER
2. The Linear Detection Wire

a. Using the furnished text kit, proceed to the end
of the last length of detection wire. Remove the
plugged blank connector (Figure 2.3.11) and
install the jumper assembly.
NOTE: Retain plugged connector to be reinstalled
after testing is completed.
b. With jumper in place, screw squib connector
into receptacle on test module (Figure 2.3-12).
Test module light should immediately illumi-
nate. This test confirms that the wire is properly
installed and will function as designed. If test
module light does not illuminate on test mod-
ule, refer to the "Troubleshooting" section. FIGURE 2.3-13. REMOVE JUMPER ASSEMBLY
FIGURE 2.3-12. INSTALL TEST MODULE ASSEMBLY FIGURE 2.3-14. REMOVE INDICATOR LIGHT ASSY

Installation Procedure for Squib Using wrench, insert squib into upper right inlet hole
After all testing has been completed and all test kit on actuator body and firmly tighten (Figure 2.3-15).
components removed, proceed to arm the system.
After installing squib into actuator body, loosen protec-
tive shipping cap from squib and remove bridge
(Figure 2.3-16).
Always install squib into actuator body first, before

installing connector onto threaded body of squib.
Possible injury could result if squib was actuated
outside of actuator body.
Install squib connector onto threaded stud of squib
(Figure 2.3-17). Handtighten as firmly as possible.
Placing the Electric Detection & Actuation System
FIGURE 2.3-15. Into Service
To place the Electric Detection and Actuation System
into service, proceed as follows:
1. Check all fasteners for tightness. Insure jam nut on
actuator body is securely tightened.
2. Before installing actuator cartridge, push manual
puncture lever several times to insure smooth
operation.
3. Insert ring pin in hole and attach lead wire seal (See
Figure 2.3-18).
FIGURE 2.3-16.
FIGURE 2.3-18. INSTALL ACTUATOR CARTRIDGE
4. Insert LT-5-R cartridge (PB0674) into lower actua-

tor body and handtighten firmly.
FIGURE 2.3-17. INSTALL SQUIB 5. Record date that system was placed in service.

INSPECTION AND MAINTENANCE 4. Weigh the actuation cartridge on the Electric De-
SCHEDULES FOR ELECTRIC tection and Actuation System. Replace cartridge
if the weight is 1/4 oz. (7 g) less than that stamped
DETECTION AND ACTUATION SYSTEM on cartridge. Check the cartridge threads for
nicks, burrs, cross threading and rough on feath-
ered edges. Examine gasket in bottom of Electric
Detection and Actuation System for elasticity. If
Proper inspection and maintenance procedures the temperature is below freezing, warm the gas-
must be performed at the specified intervals to be ket with body heat to insure a good seal. Clean
sure that the Electric Detection and Actuation Sys- and coat lightly with a high heat resistant silicone
tem will operate as intended. grease.
Daily
The machine operator should manually test system
power by pushing the button and noting illumination of
indicator light. This confirms battery power is available.
If light is not illuminated, refer to "Troubleshooting"
covered in this section.
Normal Maintenance Based On Actual Operating

Hours
Total system should be checked monthly or sooner,
depending on working conditions or truck mainte-
nance to perform total system check.
NOTE: The squib should be replaced after being
in service for five years. The proper disposal of
the old squib should be done by actuating the
squib within the actuator body. To do this, remove
actuator LT-5-R cartridge (PB0674) from body.
Install test jumper assembly to end of linear de- FIGURE 2.3-19. REMOVE CARTRIDGE AND
tection wire assembly. This jumper will service as DISCONNECT SQUIB
a wiring short and cause the squib to discharge.
Remove jumper, clean actuator, install new squib
and reinstall cartridge.
Do Not reinstall cartridge at this time.
System is now back in service.
5. Test system power by depressing button on con-
Record date of installation of new squib. trol module. Note illumination of light while button
1. Check all mounting bolts for tightness. is depressed.
2. Check all wiring connectors for tightness and 6. Remove squib connector before proceeding with
possible evidence of corrosion. next series of checks (Figure 2.3-19).
3. Inspect detection and power wire as follows: 7. Using the furnished test kit assembly, proceed to
the end of the last length of detection wire. Re-
a. Check for wear due to abrasion (at wall pene-
move the plugged blank connector and install the
trations, around corners, etc.).
jumper assembly (retain plugged blank connector
b. Check for damage from direct impact or other to be reinstalled after testing is completed).
abuse.
8. With jumper in place, screw the squib connector
c. Check mounting locations for tightness.
into receptacle on test module (Figure 2.3-20).
d. Insure mounting hardware has not come loose
or been broken, either of which would allow the Light on the test module should immediately illu-
wire to sag. minate. This test confirms that the detection wire
is properly installed and will function as intended.

10. Remove the test kit from the system by discon-
necting the squib connector from the test module
(Figure 2.3-21).
Failure to remove jumper assembly will cause sys-

tem discharge when squib is installed into Electric
Detection and Actuation System.
11. Remove squib from actuator body and check that
it has not been fired. Reinstall squib and wrench
tighten firmly.
12. Reinstall squib connector to squib and firmly
tighten by hand.
13. Pull ring pin on Electric Detection and Actuation
System actuator and push pin several times to
insure smooth movement. Reinstall ring pin and
attach lead wire seal.
FIGURE 2.3-20. ATTACH INDICATOR LIGHT ASSY. 14. Install actuation cartridge back into lower actuator
(Test Module) body and tighten firmly by hand.
If test module light does not illuminate, refer to

"Troubleshooting" covered in this section.
IN CASE OF FIRE
Procedure to follow during and after a fire. In the event
9. Proceed to the end of the last length of detection
of a fire, the following steps should be taken:
wire and remove the jumper assembly. Put origi-
nal plugged blank connector back on detection 1. Turn the machine "Off".
wire. Test module light should immediately go out.
2. Manually activate fire suppression system, if pos-
If light does not go out, refer to "Troubleshooting"
sible.
covered in this section.
3. Move away from the machine taking a hand port-
able extinguisher along if you can.
4. Stand-by with a portable fire extinguisher to put out
any possible re- ignition of the fire after the fire
suppression system is expended.
Explanation of the above steps.

1. If you leave the machine running, it may add fuel
to the fire or restart the fire with sparks.
2. May help put fire down more quickly.
3. By leaving the immediate fire area, you protect
yourself from windblown flames, explosions or
other dangers created by the fire.
4. Having a hand portable fire extinguisher is advised
because remaining heat may cause part of the fire
to re-ignite after the fire suppression system has
discharged. Depending on the heat that remains,
this may occur a number of times, so remain alert
until the equipment cools and you are assured
FIGURE 2.3-21. REMOVE TEST MODULE that re-ignition is not likely.

What to Expect
When a fire suppression system discharges, there is
some noise, accompanied by clouds of dry chemical.
While breathing foreign particles is not pleasant, the
agent is non-toxic.
What to Do After the Fire is Out

The machinery should not be restarted until it has been
serviced and cleaned (water spray or steam may be
used to remove the dry chemical). If the Electric Detec-
tion and Actuation System cannot be recharged imme-
diately, at least recharge the remainder of the fire
suppression system so that manually actuated protec-
tion is available.
Recharging the Electric Detection and Actuation

System
The recharge of the Electric Detection and Actuation
System is similar to the original procedure for installing
and placing the automatic detection system into serv-
ice. Follow these procedures as outlined previously in
this manual, omitting the section which deals with
mounting the bracket and power wire.
Replace the entire length(s) of detection wire involved
in the fire area.
Before the system is put back into service, it is impor-
tant that the inside chamber of the actuator be cleaned
thoroughly. Failure to do so may cause excessive
carbon build-up on the internal O-ring and piston
chamber. This build- up will also stop the puncture pin
from returning to its upmost position.
To clean actuator (See Figure 2.3-22):
1. Remove squib.
2. Remove actuator from bracket and loosen upper
portion of body.
3. Apply pressure to the bottom of the puncture pin.
This will force out the puncture pin and spring.
FIGURE 2.3-22. ACTUATOR ASSEMBLY
4. Thoroughly clean carbon deposits from base of
stem, puncture pin, spring and inside surface of
body.
5. After all components are clean and dry, liberally
lubricate O-rings with silicone grease.
6. Reassemble actuator and push buttom manually
several times to insure free movement of puncture
pin.
NOTE: When puncture pin is fully reset, cutting point
of pin will be located approximately 0.06 in. (1.6 mm)
below thread on lower actuator body (Figure 2.3-22).

TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM
TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.
Blown fuse in battery connector assembly Look for possible short in external power wiring and
change fuse
Battery connection loose Clean and tighten
Connector between power wiring unsnapped or wire Reconnect/install new length
broken
Dead battery Charge battery or install new one
Bulb burned out Loosen green lens, install new bulb
TROUBLE: Test Module Light Will Not Illuminate.

Jumper assembly not in place on end of detection zone Install jumper assembly
wiring
Connector apart on either power or detection zone Reconnect
wiring
Bulb burned out Loosen green lens, install new bulb
Blown fuse in battery connector assembly Look for possible short in external power wiring and
change fuse
Wire broken Install new length
Dead battery Charge battery or install new one
Battery connection loose Clean and tighten
TROUBLE: Test Module Light Will Not Go Out

Jumper assembly left in place on end of detection wire Remove jumper. Reinstall plugged blank connector
Damaged section at detection wire Replace damaged length(s) of detection wire.
TROUBLE: Detonated Squib

Check for previous fire condition Replace length(s) of detection zone wire. Replace
squib and recharge
Detection wire too close to heat source Check for broken points of securement, move away
from heat source and recharge
Test jumper assembly left in place after testing Remove jumper, reinstall plugged end of line connec-
tor and recharge

NOTES

FIRE CONTROL SYSTEM (MANUAL)
The fire control system aids in protecting the machine fluidized chemical to flow to the nozzles. The nozzles
in the event of a fire. The system consists of: will direct the agent at the fire and extinguish the flames.
• Actuators
Operation
• Pneumatic Actuator/Cartridge Receivers
To actuate the fire control system, pull the safety ring
• Pressure Relief Valve on either of the actuators and depress the lever. One
• Check Valves actuator is located in the cab near the operator. An-
other actuator is located on the left fender structure
• Dry Chemical Tanks near the bumper.
• Hoses And Nozzles. NOTE: Operating either actuator will activate fire con-
When either actuator is depressed, a nitrogen cartridge trol system.
will pressurize the dry chemical tank. Once the dry
chemical tank has pressurized to a sufficient pressure,
a bursting disc in the tank outlet will break, allowing the Inspection and Maintenance
It is imperative that the fire control system is inspected
at least every six months. To insure that it will operate
effectively:
1. Check the system for general appearance, me-
chanical damage and corrosion.
2. Inspect each chemical tank fill cap gasket for
damage and replace if necessary. Examine cap
for nicks, burrs, cross threading or rough edges.
3. Check the level of dry chemical. The level should
not be less than three inches (76 mm) from bottom
of fill opening. Dry chemical must be free flowing,
with no caking.
4. Insure that the vent in the fill opening threads is not
obstructed.
5. Remove the cartridge from the extinguisher and
examine the disc-seal. Replace seal if necessary.
Install cartridge hand tight.
91461
FIGURE 2-1. FIRE CONTROL SYSTEM
1. Cab Actuator 5. Actuator Receiver
2. Remote Actuator 6. Cartridge 91462
3. Safety Relief Valve 7. Bursting Disc Union
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
4. Check Valves 8. Dry Chemical Tank
M02004 Fire Control System M2-1

3. Remove each extinguisher from its bracket.
4. Disassemble bursting disc union and replace the
ruptured bursting disc with flat side toward ex-
tinguisher.
5. Fill tank with dry chemical to not more than three
inches (76 mm) from the bottom of the fill opening.
6. Inspect fill opening threads and gasket. If neces-
sary clean threads.
7. Install the fill cap and tighten the cap hand tight.
91463
8. Remove the cartridge guard from the dry chemical
FIGURE 2-3. NOZZLES AND BLOW-OFF CAP
tank and remove the cartridge.
9. Insure that the cartridge puncture pin is fully re-
6. Inspect lines, fittings and nozzles for mechanical tracted.
damage and cuts.
10. Weigh the new cartridge. The weight must be within
7. Check nozzle openings. The openings should be 0.25 ounce (7.0 grams) of the weight stamped on
packed with silicone grease or equipped with the cartridge.
plastic blow-off caps if equipped with nozzles as
11. Screw the new cartridge onto the actuator assem-
shown in Figure 2-2. Nozzles of the type shown in
bly, hand tight.
Figure 2-3 are not to be packed with grease. Only
the protective caps shown are to be used on this 12. Replace the cartridge guard and install the dry
type of nozzle. chemical tank into its bracket.
8. Remove and inspect the cartridge of the remote 13. Connect line at the bursting union, and line at the
actuators. Replace if ruptured. Check operation tank actuator.
of puncture pin.
14. Remove the cartridge guard from the remote ac-
9. Replace any broken or missing lead and wire seals. tuators and replace the cartridges.
15. Replace the cartridge guards, and install ring pins
Recharging Procedures
on the push buttons.
After actuating the fire control system, the system
16. Inspect hose, fittings and nozzles for mechanical
should be recharged. Follow the procedure below for
damage. Replace all hose that has been exposed
each dry chemical tank and actuator installed:
to fire areas.
1. Relieve the pressure from the lines by pulling the
17. Clean the nozzles and repack the openings with
ring on the safety relief valve.
silicone grease or install blow-off caps. Use caps
2. Disconnect line from tank actuator and remove line for new designed nozzles shown in Figure 2.1-2.
from the bursting disc union.
M2-2 Fire Control System M02004

WIGGINS QUICK FILL FUEL SYSTEM
FUEL RECEIVER
The fuel receiver (3, Figure 5-1) is normally mounted Keep the cap on the receiver to prevent dirt build up in
on the fuel tank (1). Optional locations are the left hand valve area and nozzle grooves. If fuel spills from tank
frame rail (Figure 5-3) or at the Service Center in front. breather valve, or tank does not completely fill, check
breather valve to see that float balls are in place and
outlet screen is clean. If valve is operating properly, the
problem will be with the fuel supply system.
FIGURE 5-1. FUEL TANK BREATHER & RECEIVER INSTALLATION

1. Fuel Tank 3. Fuel Receiver
2. Breather Valve 4. Fuel Level Gauge
NOTE: This Illustration Represents a Typical Installation.
Fuel tank may vary in size, shape and location depending on truck model.
M05002 10/96 Wiggins Quick Fill Fuel System M5-1

TANK BREATHER VALVE
Removal
Unscrew breather valve (2, Figure 5-1) from tank (1).
Installation
Screw breather valve into tank.
Disassembly
1. Remove spring clamp (4, Figure 5-2) from outlet.
2. Pull off rubber cover and screen (3).
3. Unscrew nut (5) from top of breather valve. Re-
move cover (6), spring (7), and steel ball (8).
4. Slide valve assembly (9) from housing.
5. Disengage tapered spring (1) containing three
balls (2) from valve stem.
Assembly
1. Clean and inspect all parts. If valve, body, or
springs are damaged, replace complete breather
valve.
2. Install in order; tapered spring, one steel ball, one
cork ball and one hollow aluminum ball.
3. Engage three coils of spring on small end of valve
stem with hollow aluminum ball.
4. Install valve into housing.
5. Place steel ball (8) on top of valve. Install spring
(7).
6. Place cover (6) over spring. Screw on large nut (5).
7. Install screen and rubber cover (3) over outlet.
8. Install spring clamp (4).
FIGURE 5-2. BREATHER VALVE

1. Tapered Spring 6. Cover
2. Float Balls 7. Spring
3. Cover and Screen 8. Steel Ball
4. Spring Clamp 9. Valve Assembly
5. Nut
M5-2 Wiggins Quick Fill Fuel System M05002 10/96

LEFT SIDE FILL
This location permits fueling the truck from the left side. Keep the cap on the receiver to prevent dirt build up in
valve area and nozzle grooves. If fuel spills from tank
breather valve, or tank does not completely fill, check
breather valve to see that float balls are in place and
outlet screen is clean. If valve is operating properly, the
problem will be with the fuel supply system.
FIGURE 5-3. LEFT SIDE FILL

1. Hydraulic Tank 3. Frame Rails 5. Filler Cap 7. Refueling Box
2. Filler Hose 4. Fuel Tank 6. Receiver Assembly 8. Capscrew
9. Tapped Bar
NOTE: This Illustration Represents a Typical Installation. Installation may vary depending on truck model.
M05002 10/96 Wiggins Quick Fill Fuel System M5-3

NOTES
M5-4 Wiggins Quick Fill Fuel System M05002 10/96

SPECIAL TOOLS
Part Num- Description Use

ber
EB1759 Nitrogen Suspension &
Charging Kit Accumulator
Nitrogen Charg-
ing
1. “T” Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas
NOTE: Arrangement of parts may vary from

illustration shown, depending on Charging Kit P/N.
Part Number Description Use

EJ2626 Roller Assy. Power Module
(No longer Remove & Install
available as
complete unit)
EJ2271 Roller Mount
PC0706 Bearing
TH9449 Bearing
Retainer
Ring
TG1680 Roller
Retainer
Ring
C1645 Capscrew
0.75 -10 NC
x 2 1/4 in.
C1542 Lockwasher
0.75 in.
EH8686 Roller Ring
M08015 Special Tools M8-1

PB8326 Offset Box End Miscellaneous &
Wrench, Cab Mounting
1 7/16 in.

TZ2734 3/4 in. 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 Adaptor Float-
ing Ring Seal
Installation
M8-2 Special Tools M08015

EH4638 Sleeve Align- Steering Link-
ment Tool age and Tie Rod
Assembly, Refer
to Section “G”

EF9302 Wear Indicator Brake Disc
Wear, Refer to
Section “J”
EB1723 Cap, Indicator
EF9301 Pin, Indicator
WA0010 O-ring, Indica-
tor Pin
TL3995 O-ring, Indica-
tor Cap
EB4813 Housing, Indi-
cator
SV9812 O-ring, Housing

EF9160 Harness Payload Meter
Download, Refer
to Section “M”,
Payload Meter

EH7817 Alignment Tool Upper Hoist Pin

PB4684 Hydraulic Cou- Miscellaneous
pling

PB9067 Bulkhead Con- Battery Jumper
nector

930E-2 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.
FIGURE 2. PUSHER TOOL (930E-2 ONLY)

TABLE 1. PUSHER TOOL DIMENSIONS
Dimension Description 930E-2

Refer to Section G, Drive Axle, Spindles, and
Plate Bolt 1.37 in. Wheels, for information on using the spindle tool to
"A"
Hole Diameter (34.8 mm) properly remove the spindles from the machine.
22.75 in.
"B" Plate O.D.
(577.9 mm)
Bolt Circle 20.38 in.

"C"
Diameter (517.7 mm)
2.00 in.
"D" Plate I.D.
(50.8 mm)
1.37 in.
"E" Plate Thickness
(34.8 mm)
Pusher 5.25 in.

"F"
Cylinder Height (133.4 mm)
Pusher 12.62 in.

"G"
Cylinder O.D. (320.6 mm)
Pusher 9.00 in.

"H"
Cylinder I.D. (228.6 mm)
Cylinder Wall 1.81 in.

"I"
Thickness (46.0 mm)

AIR CONDITIONING SYSTEM
Environmental Impact
Environmental studies have indicated a weakening of the earth’s protective Ozone (O3) layer in the outer strato-
sphere. Chloro-flouro-carbon compounds (CFC’s), such as R-12 refrigerant (Freon® ), commonly used in mobile
equipment air conditioning systems, has been identified as a possible contributing factor to the Ozone depletion.
Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of
R-12 refrigerant be discontinued after 1995. Therefore, a more “environmentally-friendly” hydro-flouro-carbon
FIGURE 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL)

1. Blower Switch 6. Temperature Sensor 10. Test gauges & Manifold 14. Compressor Drive Pulley
2. Thermostatic Switch 7. Evaporator 11. Compressor 15. Receiver/Dryer
3. Battery Supply 8. Expansion Valve 12. Refrigerant Container 16. Discharge Line
4. Circuit breaker 9. Suction Line 13. Magnetic Clutch 17. Condenser
5. Blower
M09010 6/97 Air Conditioning System M9-1

for HFC 134a Refrigerant
(HFC) refrigerant, commonly identified as HFC-134a, is being used in most current mobile air conditioning sys-
tems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/recharging pro-
cedure is now prohibited.
These new restrictions require the use of new equipment and new procedures which are significantly different from
those traditionally used in air conditioning service techniques. The use of new equipment and techniques allows for
complete recovery of refrigerants, which will not only help to protect the environment, but through the “re-cycling”
of the refrigerant will preserve the physical supply, and help to reduce the cost of the refrigerant.
OPERATOR CAB AIR CONDITIONING PRINCIPLES OF REFRIGERATION

Mining and construction vehicles have unique charac- A brief review of the principles of air conditioning is
teristics of vibration, shock-loading, operator changes, necessary to relate the function of the components, the
and climate conditions that present different design technique of trouble shooting and the corrective action
and installation problems for Air Conditioning systems. necessary to put the A/C unit into top operating effi-
Off-highway equipment, in general, is unique enough ciency.
that normal automotive or highway truck engineering
Too frequently, the operator and the serviceman over-
is not sufficient to provide the reliability to endure the
look the primary fact that no A/C system will function
various work cycles encountered.
properly unless it is operated within a completely con-
The cab tightness, insulation, and isolation from heat trolled cab environment. The circulation of air must be
sources is very important to the efficiency of the sys- a directed flow. The cab must be sealed against seep-
tem. It is advisable to close all vents, even the intakes age of ambient air. The cab interior must be maintained
of pressurization systems, when there are high humid- for cleanliness, dust, and dirt which, if picked up in the
ity conditions. air system, will clog the intake side of the evaporator
coil.
The general cleanliness of the system and components
is important. Dust or dirt collected in the condenser,
AIR CONDITIONING
evaporator, or air filters decreases the system’s cooling
capacity. Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of tempera-
The compressor, condenser, evaporator units, hoses
ture, humidity, cleanliness, and circulation of air. In the
and fittings must be installed clean and tight and be
broad sense, a heating unit is as much an air condi-
capable of withstanding the strain and abuse they are
tioner as is a cooling unit. The term “Air Conditioner”
subjected to on off-highway vehicles.
is commonly used to identify an air cooling unit. To be
Equipment downtime costs are high enough to encour- consistent with common usage, the term “Air Condi-
age service areas to perform preventative maintenance tioner” will refer to the cooling unit utilizing the princi-
at regular intervals on vehicle air-conditioning systems. ples of refrigeration; sometimes referred to as the
(Cleaning, checking belt tightness, and operation of evaporator unit.
electrical components).
M9-2 Air Conditioning System M09010 6/97

REFRIGERATION - THE REFRIGERATION CYCLE
THE ACT OF COOLING In an air conditioning system, the refrigerant is circu-
• There is no process for producing cold; there is lated under pressure through the five major compo-
only heat removal. nents in a closed circuit. At these points in the system,
the refrigerant undergoes predetermined pressure and
• Heat is always drawn toward cold objects. This temperature changes.
principle is the basis for the operation of a cooling
unit. As long as one object has a temperature The compressor (refrigerant pump) takes in low pres-
lower than another, this heat transfer will occur. sure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressurizes
• Temperature is the measurement of the intensity the heat laden refrigerant and forces it through the
of heat in degrees. The most common measuring discharge valve (high side) on to the condenser.
device is the thermometer.
Ambient air, passing through the condenser removes
• All objects have a point at which they will turn to the heat from the circulating refrigerant resulting in the
vapor. Water boiling is the most common exam- conversion of the refrigerant from gas to liquid.
ple of heating until vapor is formed. Boiling is a
rapid form of evaporation. Steam is a great deal The liquid refrigerant moves on to the filter-receiver
hotter than boiling water. The water will not in- drier where impurities are filtered out, and moisture
crease in temperature once brought to a boil. The removed. This component also serves as the tempo-
heat energy is used in the vaporization process. rary storage unit for the liquid refrigerant.
The boiling point of a liquid is directly affected by The liquid refrigerant, still under high pressure, then
pressure. By changing pressure, we can control flows to the expansion valve. This valve meters the
the boiling point and temperature at which a amount of refrigerant entering the evaporator. As the
vapor will condense. When a liquid is heated and refrigerant passes through the valve, it becomes a low
vaporizes, the gas will absorb heat without temperature, low pressure liquid and saturated vapor.
changing pressure. This gas is in a superheated
condition. The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator.
• Reversing the process, when heat is removed This causes the refrigerant to become cold. The hot,
from water vapor, it will return to the liquid state. humid air of the cab is pulled through the evaporator
Heat from air is attracted to a cooler object. by the evaporator blower. Since the refrigerant is
Usually the moisture in the cooled air will con- colder than the air, it absorbs the heat from the air
dense on the cooler object. producing cool air which is pushed back into the cab.
• Refrigerant - Only R-134a should be used in the The moisture in the air condenses upon movement into
new mobile systems which are designed for this the evaporator and drops into the drain pan from which
refrigerant. it drains out of the cab.
The cycle is completed when the heated low pressure
gas is again drawn into the compressor through the
suction side.
This simplified explanation of the principles of refrigera-
tion does not call attention to the fine points of refrig-
eration technology. Some of these will be covered in
the following discussions of the components, controls,
and techniques involved in preparing the unit for effi-
cient operation.

AIR CONDITIONER SYSTEM Condensing of the refrigerant is the change of state of
COMPONENTS the refrigerant from a vapor to a liquid. The action is
affected by the pressure of the refrigerant in the coil
COMPRESSOR (Refrigerant Pump) and air flow through the condenser. Condensing pres-
sure in an A/C system is the controlled pressure of the
The compressor separates the low pressure and the refrigerant which affects the temperature at which it
high pressure sides of the system. It concentrates the condenses to liquid, giving off large quantities of heat
refrigerant returning from the evaporator (low side) in the process. The condensing point is sufficiently high
creating a temperature much higher than the outside to create a wide temperature differential between the
air temperature. The high temperature differential be- hot refrigerant vapor and the air passing over the
tween the refrigerant and the outside air is necessary condenser fins and tubes. This difference permits rapid
to aid rapid heat flow in the condenser from the hot heat transfer from the refrigerant to ambient air.
refrigerant gas to much cooler outside air.
To create high pressure concentration, the compres-
sor draws in refrigerant from the evaporator through RECEIVER-DRIER
the suction valve and during compression strokes,
forces it out through the discharge valve to the con- The receiver-drier is an important part of the air condi-
denser. The pressure from the compressor action tioning system. The drier receives the liquid refrigerant
moves the refrigerant through the condenser, receiver- from the condenser and removes any moisture and
drier and connecting hoses to the expansion valve. foreign matter present which may have entered the
system. The receiver section of the tank is designed to
The compressor is driven by the engine through a store extra refrigerant until it is needed by the evapo-
v-belt driving an electrically operated clutch mounted rator. The storage of this refrigerant is temporary and
on the compressor drive shaft. is dependent on the demand of the expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
SERVICE VALVES within the receiver between two screens, which also
Quick-connect hose end fittings with integral service act as strainers. Sometimes it is simply placed in a
valves attach to system service ports for servicing the metal mesh or wool felt bag. Filtering is accomplished
unit. A manifold gauge set is connected into the system by a separate strainer screen on the pickup tube.
at the service valve ports and all procedures, such as Some sytems may utilize an accumulator instead of a
discharging, evacuating and charging the system, are receiver-drier. If an accumulator is used, an expansion
performed through the service valves. (fixed-orifice) tube is used instead of the thermostatic
expansion valve described below. When used, the
expansion tube is located inside the inlet tube of the
CONDENSER evaporator and is used to restrict, but still allow a
continuous flow of refrigerant to the evaporator coil.
The condenser receives the high pressure, high-tem-
perature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid.
THERMOSTATIC EXPANSION VALVE
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cooling The thermostatic expansion valve controls the amount
of the refrigerant changes the vapor to liquid. Heat of refrigerant entering the evaporator coil. Both inter-
exchange is accomplished using cooler air flowing nally and externally equalized valves are used.
through the condenser. Condenser cooling can be with The expansion valve is located near the inlet of the
ram air provided by vehicle movement and sometimes evaporator and provides the functions of throttling,
aided by electric or hydraulic fans or by using the air modulating, and controlling the liquid refrigerant to the
movement provided by the radiator fan. evaporator coil.
Ram air condensers depend upon the vehicle move- The refrigerant flows through a restriction creating a
ment to force a large volume of air past the fins and pressure drop across the valve. Since the expansion
tubes of the condenser. The condenser is usually lo- valve also separates the high side of the system from
cated in front of the radiator or on the roof of the truck. the low side, the state of the refrigerant entering the

valve is warm to hot high pressure liquid; exiting it is All or most of the liquid that did not change to vapor in
low pressure liquid and gas. The change to low pres- the expansion valve or connecting tubes boils (ex-
sure allows the flowing refrigerant to immediately begin pands) and vaporizes immediately in the evaporator,
changing to gas as it moves toward the evaporator. becoming very cold. As the process of heat loss from
the air to the evaporator coil surface is taking place,
The amount of refrigerant metered into the evaporator
any moisture (humidity) in the air condenses on the
varies with different heat loads. The valve modulates
cool outside surface of the evaporator coil and is
from wide open to the nearly closed position, seeking
drained off as water.
a point between for proper metering of the refrigerant.
At atmospheric pressure, refrigerant boils at a point
As the load increases, the valve responds by opening
lower than water freezes. Therefore, the temperature in
wider to allow more refrigerant to pass into the evapo-
the evaporator must be controlled so that the water
rator. As the load decreases, the valve reacts and
collecting on the coil surface does not freeze on and
allows less refrigerant into the evaporator. It is this
between the fins and restrict air flow. The evaporator
controlling action that provides the proper pressure
temperature is controlled through pressure inside the
and temperature control in the evaporator.
evaporator, and temperature and pressure at the outlet
The externally equalized expansion valve is controlled of the evaporator.
by both the temperature of the power element bulb and
the pressure of the liquid in the evaporator.
Some systems may use an internally equalized, block
type expansion valve. With this type valve, the refriger-
ant leaving the evaporator coil is also directed back
through the valve so the temperature of the refrigerant
is monitored internally rather than by a remote sensing
bulb.
NOTE: It is important that the sensing bulb, if present,
is tight against the output line and protected from
ambient temperatures with insulation tape.
EVAPORATOR
The evaporator cools and dehumidifies the air before
it enters the cab. Cooling a large area requires that
large volumes of air be passed through the evaporator
coil for heat exchange. Therefore, a blower becomes
a vital part of the evaporator assembly. It not only draws
heat laden air into the evaporator, but also forces this
air over the evaporator fins and coils where the heat is
surrendered to the refrigerant. The blower forces the
cooled air out of the evaporator into the cab.
Heat exchange, as explained under condenser opera-
tion, depends upon a temperature differential of the air
and the refrigerant. The greater the temperature differ-
ential, the greater will be the amount of heat exchanged
between the air and the refrigerant. A high heat load
condition, as is generally encountered when the air
conditioning system is turned on, will allow rapid heat
transfer between the air and the cooler refrigerant.
The change of state of the refrigerant in and going
through the evaporator coil is as important as that of
the air flow over the coil.

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 fuse the thermostat to disengage the compressor when it is
or circuit breaker. not needed, such as when a defrost cycle is indicated
in the evaporator, or when the system is turned off.
The blower control is a switch which provides a range
of blower speeds from fast to slow. When the blower The stationary field clutch is the most desirable type
switch is turned on, current is fed to the thermostat. since it has fewer parts to wear out. The field is mounted
Once the blower is turned on, fan speeds may be to the compressor by mechanical means depending
changed without affecting the thermostat sensing on the type field and compressor. The rotor is held on
level. the armature by a bearing and snap rings. The arma-
ture is mounted on the compressor crankshaft.
The thermostat reacts to changing temperatures which
cause electrical contacts to open and close. The When no current is fed to the field, there is no magnetic
thermostat has a capillary tube extended into the force applied to the clutch and the rotor is free to rotate
evaporator coil to sense temperature. on the armature, which remains stationary on the
crankshaft.
When the contacts are closed, current flows to the
clutch field and energizes the clutch, causing the When the thermostat or switch is closed, current is fed
crankshaft to turn which starts the refrigeration cycle. to the field. This sets up a magnetic force between the
When the temperature of the evaporator coil drops to field and armature, pulling it into the rotor. When the
a predetermined point, the contacts open and the armature becomes engaged with the rotor, the com-
clutch disengages. plete unit rotates while the field remains stationary. This
causes the compressor crankshaft to turn, starting the
When the clutch is disengaged, the blower remains at refrigeration cycle.
the set speed. After the evaporator temperature rises
about twelve degrees above the cutout point, the con- When the switch or thermostat is opened, current is cut
tacts in the thermostat close and the refrigeration cycle off. The armature snaps back out and stops while the
resumes. rotor continues to turn. Pumping action of the com-
pressor is stopped until current is again applied to the
field. In addition, safety switches in the compressor
clutch electrical circuit control clutch operation, disen-
THERMOSTAT gaging the clutch if system pressures are abnormal.
An electromagnetic clutch is used on the compressor
to provide a means of constant temperature control of SAFETY SWITCHES
the cab. The clutch is controlled by a thermostat in the
evaporator which is set initially by the driver to a pre- Trinary Switch
determined point. Coil temperature is then maintained The Trinary switch performs three distinct functions
by the cycling action of the clutch. to monitor and control refrigerant pressure in the sys-
The thermostat is simply a thermal device which con- tem. This switch is installed between the condenser
trols an electrical switch. When warm, the switch is and expansion valve, usually on the receiver-drier. The
closed; when cold, it is open. Most thermostats have a switch functions are:
positive OFF position as a means to turn the clutch OFF The low-pressure switch prevents compressor
regardless of temperature. operation if the refrigerant has been lost or the
The bellows type thermostat has a capillary tube con- ambient temperature is too low. Low ambient
nected to it which is filled with refrigerant. The capillary temperature results in very low system pressure.
tube is attached to the bellows inside of the thermostat. The mid-range function actuates the engine fan
Expansion of the gases inside the capillary tube exerts clutch if installed.
pressure on the bellows, which in turn closes the con-
tacts at a predetermined temperature. The high-range pressure function disengages
the compressor clutch if system pressure is too
high.
The switch functions will automatically reset when sys-
tem pressure returns to normal.

SYSTEM SERVICING Ensure sufficient ventilation whenever refrigerant
is being discharged from a system, keeping in
Servicing an air conditioning system really means mind refrigerant is heavier than air and will seek
closely monitoring refrigerant flow. For this reason, low areas of shop.
the following procedures deal extensively with the
proper use, handling, care and safety factors involved When exposed to flames or sparks, the compo-
in the R-134a refrigerant quality and quantity in an air nents of refrigerant change and become deadly
conditioning system. phosgene gas. This poison gas will damage the
respiratory system if inhaled. NEVER smoke in area
Because the refrigerant in an air conditioning system where refrigerant is used or stored.
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration when Never direct steam cleaning hose or torch in direct
anything causes this pressurized, sealed condition to contact with components in the air conditioning
change. The following warnings are provided here to system. Localized heat can raise the pressure to a
alert service personnel to their importance BEFORE dangerous level.
learning the correct procedures. Read, remember, and Do not heat or store refrigerant containers above
observe each warning before beginning actual system 120° F (49° C).
servicing.
Do not flush or pressure test the system using shop
NOTE: If the mine operates a fleet with some trucks air or another compressed air source. Certain mix-
using R-12 and others using R-134a refrigerant, it is tures of air and R-134a refrigerant are combustible
essential that servicing tools that come into contact when slightly pressurized. Shop air supplies also
with the refrigerant (gauge sets, charging equipment, contain moisture and other contaminants that
recycle/recovery equipment etc.) be dedicated to one could damage system components.
type refrigerant only, to prevent cross contamination.
R-134a Refrigerant Containers

Federal regulations prohibit venting R-12 and Two basic, readily available containers are used to
R134a refrigerant into the atmosphere. An SAE and store R-134a: the 30 or 60 pound bulk canisters (Figure
UL approved recovery/recycle station must be 9-2).
used to remove refrigerant from the AC system.
Always read the container label to verify the contents
Refrigerant is stored in a container on the unit for
are correct for the system being serviced. Note the
recycling, reclaiming, or transporting. In addition,
containers for R-134a are painted light blue.
technicians servicing AC sytems must be certified
they have been properly trained to service the
system.
Although accidental release of refrigerant is a re-
mote possibility when proper procedures are fol-
lowed, the following warnings must be observed
when servicing AC systems:
Provide appropriate protection for your eyes (gog-
gles or face shield) when working around refriger-
ant.
A drop of the liquid refrigerant on your skin will
produce frostbite. Wear gloves and exercise ex-
treme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
FIGURE 9-2. R-134a CONTAINERS
your eye, flood the eye immediately with cool water
and seek medical attention as soon as possible. 1. 30 Pound Cylinder 2. 60 Pound Cylinder

SERVICE TOOLS AND EQUIPMENT
RECOVERY/RECYCLE STATION
Mixing different types of refrigerant will damage
Whenever refrigerant must be removed from the sys-
equipment. Dedicate one recovery/recycle station
tem, a dual purpose station as shown in Figure 9-7,
to each type of refrigerant processing to avoid
performs both recovery and recycle procedures which
equipment damage.
follows the new guidelines for handling used refriger-
DISPOSAL of the gas removed requires laboratory
ant. The recovered refrigerant can then be recycled to
or manufacturing facilities.
reduce contaminants, and reused in the same machine
or fleet. Test equipment is available to confirm the refrigerant
in the system is actually the type intended for the
NOTE: To be re-sold, the gas must be “re-claimed”
system and has not been contaminated by a mixture
which leaves it as pure as new, but requires equipment
of refrigerant types.
normally too expensive for all but the largest refrigera-
tion shops. Recycle equipment must meet certain standards as
published by the Society of Automotive Engineers and
Equipment is also available to just remove or extract
carry a UL approved label. The basic principals of
the refrigerant. Extraction equipment does not clean
operation remain the same for all machines, even if the
the refrigerant - it is used to recover the refrigerant from
details of operation differ somewhat.
an AC system prior to servicing.
To accomplish this, the recovery/recycle station sepa- LEAK DETECTOR
rates the oil from the refrigerant and filters the refriger-
The electronic detector (Figure 9-4) is very accurate
ant multiple times to reduce moisture, acidity, and
and safe. It is a small hand-held device with a flexible
particulate matter found in a used refrigerant.
probe used to seek refrigerant leaks. A buzzer, alarm
or light will announce the presence of even the smallest
leak.
Note that electronic leak detectors are available for
use only with R-12 or only with R-134a, while other
models are suitable for use with either.
FIGURE 9-3. RECOVERY/RECYCLE STATION

FIGURE 9-4. TYPICAL ELECTRONIC LEAK
DETECTOR

FIGURE 9-5. R-134a SERVICE VALVE FIGURE 9-6. VACUUM PUMP
1. System Service Port 3. Service Hose
Fitting Connection
2. Quick Connect
SERVICE VALVES VACUUM PUMP

Because an air conditioning system is a sealed system, The vacuum pump (Figure 9-6) is used to completely
two service valves are provided on the compressor to evacuate all of the refrigerant, air, and moisture from
enable diagnostic tests, system charging or evacu- the system by deliberately lowering the pressure within
ation. Connecting the applicable hoses from the mani- the system to the point where water turns to a vapor
fold gauge set to the compressor service valves (boils) and together with all air and refrigerant is with-
enables each of these to be readily performed. drawn (pumped) from the system. Normally the vac-
uum pump is only used when a system has completely
New and unique service hose fittings (Figure 9-5) have
lost its refrigerant charge.
been specified for R-134a systems. Their purpose is to
avoid accidental cross-mixing of refrigerants and lubri-
cants 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.

MANIFOLD GAUGE SET
A typical manifold gauge set (Figure 9-7) 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 12 inches of the hose end(s) to minimize refrig-
erant 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 FIGURE 9-7. MANIFOLD GAUGE SET
nut and a shutoff device within 12 inches of the hose
end. These special hoses and fittings are designed to
minimize refrigerant loss and to preclude putting the Low Side Gauge
wrong refrigerant in a system. The Low Side Gauge, registers both vacuum and pres-
sure. The vacuum side of the scale is calibrated from 0
to 30 inches of mercury (in. Hg). The pressure side of
NOTE: When hose replacement becomes necessary, the scale is calibrated to 150 psi.
the new hoses must be marked “SAE J2916 R-134a”.
Functions of the manifold gauge set are included in

many of the commercially available recovery or recov-
ery/recycle stations. Never open the hand valve to the high side at
anytime when the air conditioning system is oper-
ating. High side pressure, if allowed, may rupture
charging containers and potentially cause per-
sonal injury.
High Side Gauge

The High Side Gauge is used to measure pressure only
on the discharge side of the compressor. The scale is
calibrated from 0 to 500 psi.

INSTALLING MANIFOLD GAUGE SET
Before attempting to service the air conditioning sys-
tem, a visual inspection of both the engine and system
components is recommended. Particular attention
should be paid to the belts, hoses, tubing and all
attaching hardware plus the radiator cap, fan clutch,
and thermostat. Inspect both the condenser and the
radiator for any obstructions or potential contamina-
tion. Minimize all the possibilities for error or malfunc-
tion of components in the air conditioning system.
Shut off engine. DO NOT attempt to connect serv-

icing equipment when the engine is running.
1. Be sure all valves on the manifold are closed all

the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service FIGURE 9-8. SERVICE HOSE HOOK-UP
fittings and remove their protective caps.
4. Connect the two service hoses from the manifold
to the correct service valves on the compressor
as shown in Figure 9-8. (High side to compressor
discharge valve and low side to compressor suc-
tion side.) Do not open service valves at this time.
This gauge hook-up process will be the same, regard-

less of the gauge set being installed. Whether it is a
recovery station or individual gauges, the 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 the servicing to only adding refrigerant
or observing pressures.

Purging Air From Service Hoses Adding Refrigerant to the System
(without a charging station)
The purpose of this procedure is to remove all the air
trapped in the hoses prior to actual system testing. After determining that the system is low and requires
Environmental regulations require that all service additional refrigerant perform the following proce-
hoses have a shutoff valve within 12 inches of the dures.
service end. These valves are required to ensure only
1. Connect the center hose from the manifold gauge
a minimal amount of refrigerant is lost to the atmos-
set to the refrigerant dispensing valve on the con-
phere. R-134a gauge sets have a combination quick
tainer.
disconnect and shutoff valve on the high and low sides.
The center hose also requires a valve. 2. Start the engine and set the idle at 1200 to 1500
RPM and then turn on the air conditioning.
The initial purging is best accomplished when con-
nected to recovery or recycle equipment. With the 3. Open the refrigerant dispensing valve on the con-
center hose connected to the recovery station, service tainer and then the low pressure hand valve on the
hoses connected to the high and low sides of the manifold. This will allow the refrigerant to enter the
system, we can begin the purging. The manifold valves system as a gas on the low pressure or suction
and service valves should be closed. Activating the side of the compressor. The compressor will pull
vacuum pump will now pull any air or moisture out of refrigerant into the system.
the center hose. This will require only a few minutes of
4. Continue adding refrigerant until the gauge reads
time. The hose is the only area that is being placed in
in the normal range. Gauge readings will fluctuate
a vacuum and this will not require a lengthy process.
as the compressor cycles on and off.
Closing the valve will then insure the hose is purged. It
is now safe to open the other manifold valves. Pressures within the air conditioning system vary
with ambient temperature. A normal pressure
range is defined as follows:
Low side 15 - 30 PSI
High side 170 - 300 PSI
FIGURE 9-9. PURGING SYSTEM

5. When the gauges show a normal reading, close
the hand valve on the refrigerant container.
Do not open high side hand valve. High side sys-

Stabilizing the AC System tem pressure is greater than refrigerant container.
Serious personal injury may result if the container
explodes.
Use hand valve to regulate low side reading during
charging. DO NOT EXCEED 40 psi maximum.
During this stabilization period, do not open hand Exceeding this pressure may cause compressor
valves on manifold for any reason. Equipment dam- failure.
age and personal injury may result.
1. Start the engine and return to an idle speed of 1200

to 1500 RPM. Turn on the air conditioner. RECOVERING AND RECYCLING THE
REFRIGERANT
2. After a performance check of the control functions,
blower speeds and air flow, set the AC system Draining the Oil from the Previous Recovery Cycle
controls to maximum cooling and blower speed
1. Place the power switch and the controller on the
on high. All windows must be closed. If the cab
recovery unit in the OFF position.
temperature is hot, open the windows long
enough to allow the hot air to move out of the cab. 2. Plug in the recovery station to the correct power
source.
3. Run the engine and air conditioner about 5 minutes
for the system to stabilize. 3. Drain the recovered oil through the valve marked
OIL DRAIN on the front of the machine.
4. If the humidity is high it will be necessary to place
a fan in front of the AC condenser to help the air 4. Place the controller knob in the ON position. The
flow across the condenser. This helps to stabilize low pressure gauge will show a rise.
the system by simulating normal operating condi-
5. Immediately switch to the OFF position and allow
tions.
the pressure to stabilize. If the pressure does not
5. It is then possible to observe the gauge readings rise to between 5 psi and 10 psi, switch the con-
and the temperature coming out of the air ducts troller ON and OFF again.
with a thermometer.
6. When the pressure reaches 5 to 10 psi, open the
OIL DRAIN valve, collect oil in an appropriate
NOTE: If low refrigerant is indicated by lower than container, and dispose of container as indicated
normal pressure readings, add refrigerant to enable by local, state or Federal Regulation. THE OIL IS
adequate system testing. NOT REUSABLE, DUE TO CONTAMINANTS AB-
SORBED DURING ITS PREVIOUS USE.
Adding Refrigerant and Stabilizing the System
(with a recovery/recycling station) Performing the Recovery Cycle
When using a recovery/recycling station the procedure 1. Be sure the equipment being used is designed for
is the same as previously described. The difference is the refrigerant you intend to recover.
that instead of just opening the refrigerant container
2. Observe the sight glass oil level. Having drained
the refrigerant should be added 0.5 to 1 pound at a
it, it should be zero.
time. After each instance of adding the refrigerant,
pause long enough to observe the gauge reading to 3. Check the cylinder refrigerant level before begin-
determine if the system is full. Again using the pres- ning recovery to make sure you have enough
sures that were mentioned above. capacity.
4. Confirm that all shut-off valves are closed before
connecting to the AC system.
5. Attach the appropriate hoses to the system being
recovered.

6. Start the recovery process by operating the equip- Evacuating the System
ment as per the manufacturer’s instructions.
1. Attach the high and low side hoses to the appro-
7. Continue extraction until a vacuum exists in the AC priate connections.
system.
2. Start the vacuum pump and run it for five minutes.
8. If an abnormal amount of time elapses after the
3. Check the gauge readings for five minutes. If the
system reaches 0 psi and does not drop steadily
gauge needle moves up, the system is not sealed.
into the vacuum range, close the manifold valves
The vacuum that was just created did not hold, air
and check the system pressure. If it rises to 0 psi
and moisture are being sucked into the system by
and stops, there is a major leak.
that same vacuum.
9. Check the system pressure after the recovery
4. Tighten any loose connections. Re-start the pump,
equipment stops. After five minutes, system pres-
and open the hand valves on the gauges again.
sure should not rise above “0” gauge pressure. If
Repeat the vacuum test.
the pressure continues to rise, restart and begin
the recovery sequence again. This cycle should 5. If the leak has been repaired, run the vacuum
continue until the system is void of refrigerant. pump for at least an hour to remove any moisture
from the system.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The The moisture must turn to gas before the pump can pull
amount of oil that was lost during the recovery it out. The moisture takes time to boil away, so that it
cycle must be replaced back into the system). can be drawn out of the system. The vacuum pump can
draw most of the air out quickly, but a deep vacuum
11. Mark the cylinder with a RECOVERED (red) mag-
requires more time; the deeper the vacuum the more
netic label to reduce the chance of charging a
time required.
system with contaminated refrigerant. Record the
amount of refrigerant recovered.
Charging the AC System

Performing the Recycling Procedure When adding a full charge of refrigerant, it is possible
to put it in as a gas or as a liquid. Adding refrigerant as
The recovered refrigerant contained in the cylinder
a liquid is faster but can damage the compressor if not
must undergo the recycle procedure before it can be
done correctly. The procedure used, and where the
reused. The recycle or clean mode is a continuous loop
refrigerant is added in the AC system makes a differ-
design and cleans the refrigerant rapidly. Follow equip-
ence. When using refrigerant as a liquid, never add
ment manufacturer’s instructions for this procedure.
more than two thirds of system requirements as a
liquid. Finish charging the system using gas.
Evacuating and Charging the AC System

Evacuate the system once the air conditioner compo-
nents are repaired or replacement parts are secured,
and the AC system is reassembled. Evacuation re-
moves air and moisture from the system. Then, the AC
system is ready for the charging process, which adds
new refrigerant to the system.

SYSTEM PERFORMANCE TEST SYSTEM LEAK TESTING
This test is performed to establish the condition of all Refrigerant leaks are probably the most common
components in the system. Observe these conditions cause of air conditioning problems, resulting from im-
during testing: proper or no cooling, to major internal component
damage. Leaks most commonly develop in two or
1. Start engine and operate at 1200 to 1500 RPM.
three places. The first is around the compressor shaft
2. Place fan in front of condenser to simulate normal seal, often accompanied by an indication of fresh re-
ram air flow and allow system to stablize. frigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
3. Place a thermometer in air conditioning vent clos-
slightly. The centrifugal force of the clutch pulley spin-
est to evaporator.
ning can also cause the problem. When the system is
4. Evaluate the readings obtained from the gauges operated and lubricant wets the seal, the leak may stop.
to see if they match the readings for the ambient Such leaks can often be located visually, or by feeling
temperature. with your fingers around the shaft for traces of oil. (The
R-134a itself is invisible, odorless, and leaves no trace
As preliminary steps to begin checkout of the system,
when it leaks, but has a great affinity for refrigerant oil.)
perform the following:
A second common place for leaks is the nylon and
1. Close all windows and doors to the cab.
rubber hoses where they are crimped or clamped to
2. Set air conditioning system at maximum cooling the fittings, or where routing allows abrasion. Other
and blower speed operation. threaded joints or areas where gaskets are used should
be visually and physically examined. Moving your fin-
3. Readings on the two manifold gauges should be
gers along the bottom of the condenser and evapora-
within normal range, adjust for ambient tempera-
tor, particularly near the drain hole for the condensate
ture.
will quickly indicate the condition of the evaporator.
4. Compare evaporator discharge air temperature Any trace of fresh oil here is a clear indication of a leak.
reading to see if it matches the recommended
Usually, a 50% charged system is enough to find most
temperature for the ambient temperature and
leaks. If the system is empty, connect the manifold
gauge readings obtained.
gauge set to the system and charge at least one (1) lb.
5. Carefully feel the hoses and components on the of refrigerant into the system.
high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for even
temperatures, if outlet is cooler than inlet, a re-
striction is indicated.
Use extreme caution leak testing a system while
the engine is running.
In its natural state, refrigerant is a harmless, color-
less gas, but when combined with an open flame,
Use extreme caution when placing hands on high it will generate toxic fumes (phosgene gas), which
side components and hoses. Under certain condi- can cause serious injuries or death.
tions these items can be extremely hot.
NOTE: The refrigerant is heavier than air and will move

6. Feel the hoses and components on the low side. down when it leaks. Apply pickup hose or test probe
They should be cool to the touch. Check connec- on the undersurface of all components to locate leak.
tions near the expansion valve, inlet side should
be warm and cold-cool on the outlet side. Electronic leak detector
7. If these conditions are met, the system is consid- (Refer to Figure 9-4). As the test probe is moved into
ered normal. Shut down engine. Remove gauges an area where traces of refrigerant are present, a visual
and install the caps on the service valves. or audible announcement indicates a leak. Audible
units usually change tone or speed as intensity
changes.

Tracer dyes SYSTEM REPAIR
Tracer dyes are available that can be added to the The following service and repair procedures are not
system as refrigerant is added. The system is then any different than typical vehicle service work. How-
operated to thoroughly circulate the dye. As refrigerant ever, AC system components are made of soft metals
escapes, it leaves a trace of the dye at the point of (copper, aluminum, brass, etc.). Comments and tips
leakage, which is then detected using an ultraviolet that follow will make the job easier and reduce unnec-
light (“black light”), revealing a bright fluorescent glow. essary component replacement.
Soap and water

Soap and water can be mixed together and applied to
system components. Bubbles will appear to pinpoint
the specific location of leaks. All of the service procedures described are only
performed after the system has been discharged.
After determining the location or source of leak(s),
Never use any lubricant or joint compound to
repair or replace leaking component(s).
lubricate or seal any AC connections.
NOTE: The length of the hose will affect the refrigerant
capacity. When replacing hoses, always use the same
NOTE: To help prevent air, moisture or debris from
hose length, if possible.
entering an open system, cap or plug open lines,
fittings or components and lubricant containers until
connected and as soon as they are disconnected.
Keep all connections clean (also caps and plugs
used) so debris can’t enter accidentally.
Before system assembly, check the compressor oil
level and fill to manufacturer specifications.
Hoses and Fittings
When replacing hoses, be sure to use the same type
and ID hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage, be
sure these are in position or secured.
Lines
Always use two wrenches when disconnecting or con-
necting AC fittings attached to metal lines. You are
working with copper and aluminum tubing which can
kink or break easily. Tube O-ring type fittings require
only 18 ft. lbs. (24.4 N.m) of torque for correct sealing.
When grommets or clamps are used to prevent line
vibration, be certain these are in place and secured.
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.

Receiver-Drier Sometimes it may be necessary to use shims or en-
large the slots in the compressor mounting bracket to
The receiver-drier can not be serviced or repaired. It
achieve proper alignment.
should be replaced whenever the system is opened for
any service. If the receiver-drier has a pressure switch Excessive clutch plate wear is caused by the plate
to control the clutch, it should be removed and installed rubbing on the clutch pulley when the clutch is not
on the new unit. engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
Thermostat between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal air
A thermostat can be stuck open or closed due to
gap between the clutch pulley and the clutch plate is
contact point wear or fusion. The thermostat tempera-
0.022 to 0.057 in. If the gap is too wide, the magnetic
ture sensing element (capillary tube) may be broken or
field created when the clutch coil is energized will not
kinked closed and therefore unable to sense evapora-
be strong enough to pull and lock the clutch plate to
tor temperature.
the clutch pulley.
When thermostat contact points are stuck open or the
sensing element can not sense temperature in the Compressor
evaporator, the clutch will not engage (no AC system
The compressor can fail due to shaft seal leaks (no
operation). Causes are a loss of charge in the capillary
refrigerant in the system), defective valve plates, bear-
tube or a kink, burned thermostat contact or just no
ings, other internal parts or problems associated with
contact. When troubleshooting, bypass the thermostat
high or low pressure, heat or lack of lubrication. Be sure
by hot wiring the clutch coil with a fused lead. If the
the compressor is securely mounted and the clutch
clutch engages, replace the thermostat.
pulley is properly aligned with the drive pulley.
Thermostat contact points may be fused (burned)
Use a mechanic’s stethoscope to listen for noises
closed and the clutch will not disengage. Causes are a
inside the compressor.
faulty switch that could be due to fatigue. The thermo-
stat must be replaced. When the clutch will not disen-
CHECKING COMPRESSOR OIL LEVEL
gage you may also note that condensate has frozen on
the evaporator fins and blocked air flow. There will also Every air conditioning system and compressor de-
be below normal pressure on the low side of the pends on refrigeration oil for lubrication and safe op-
system. Side effects can be compressor damage eration.
caused by oil accumulation (refrigeration oil tends to
Refrigerant oil is a synthetic oil very susceptible to high
accumulate at the coolest spot inside the system) and
levels of water absorbtion. Always be sure the oil is an
lower than normal suction pressure that can starve the
approved type for use in the air conditioner compres-
compressor of oil.
sor.
Clutch Refrigerant oil, under normal circumstances inside the
sealed system, cannot go anywhere, and there is no
Clutch problems include electrical failure in the clutch
need to check the oil at such times. Always keep a cap
coil or lead wire, clutch pulley bearing failure, worn or
on an oil container except when in use. Moisture is
warped clutch plate or loss of clutch plate spring tem-
quickly absorbed by the oil.
per. Defective clutch assembly parts may be replaced
or the whole assembly replaced. If the clutch shows Whenever a system is opened for service, the com-
obvious signs of excessive heat damage, replace the pressor oil level should be checked and clean refrig-
whole assembly. eration oil added as required by the manufacturer’s
specifications (usually located on compressor).
The fast way to check electrical failure in the lead wire
or clutch coil is to hot wire the coil with a fused lead.
This procedure enables you to bypass clutch circuit
control devices.
Clutch pulley bearing failure is indicated by bearing
noise when the AC system is off or the clutch is not
engaged. Premature bearing failure may be caused by
poor alignment of the clutch and clutch drive pulley.

EVACUATING THE SYSTEM
Evacuating the complete air conditioning system is
required in all new system installations, and when
repairs are made on systems requiring a component
replacement (system opened), or a major loss of refrig-
erant has occurred. All these conditions will require that
a vacuum be pulled using a vacuum pump that com-
pletely removes any moisture from the system. Once
properly evacuated, the system can be recharged
again.
Using a pump to create a vacuum in the air condition-
ing system effectively vaporizes any moisture, allowing
the water vapor to be easily drawn out by the pump.
The pump does this by reducing the point at which
water boils (212°F at sea level with 14.7 psi). In a
vacuum, water will boil at a lower temperature depend-
ing upon how much of a vacuum is created.
As an example, if the ambient air outside the truck is
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 29.5 inches of vacuum is needed),
the boiling point of water will be lowered to 72°F. Thus
any moisture in the system will vaporize and be drawn
out by the pump if the pump is run for approximately
an hour. The following steps indicate the proper pro-
cedure for evacuating all moisture from the heavy duty FIGURE 9-10. VACUUM PUMP HOOKUP
air conditioning systems.
1. Low Pressure Hand Valve 3. Vacuum Pump
2. High Pressure Hand Valve
4. Observe gauge reading and wait 10 minutes.

Reading should not vary more than 1-2 in. hg.
Do not use the air conditioning compressor as a
After waiting, if more vacuum is lost than this, a
vacuum pump or the compressor will be damaged.
serious leak is indicated and the system must be
recharged, leak tested, repaired and evacuated.
NOTE: Lower the vacuum requirement one inch for
5. Turn on pump, open hand valves and continue
every 1000 feet above sea level at your location.
evacuation for at least one hour.
NOTE: If system has excessive amounts of moisture,
1. With the manifold gauge set still connected (after
60 minutes evacuation may not be sufficient since the
discharging the system), connect the center hose
water must turn to a vapor to be drawn out of the
to the inlet fitting of the vacuum pump as shown
system. If it has been verified that no system leaks exist
in Figure 9-10. Then open the low side hand valves
and gauge readings increase after 1 hour, extend the
to maximum.
evacuation time to ensure total moisture removal.
2. Open the discharge valve on the vacuum pump or
remove the dust cap from the discharge outlet.
6. Close the manifold hand valves and turn off vac-
Turn the pump on and watch the low side gauge.
uum pump, watching the low side gauge reading.
The pump should pull the system into a vacuum
If vacuum remains for a few minutes, the system
(if not, the system has a leak).
is ready for charging.
3. Run the pump for five minutes and close the hand
NOTE: If using a recycling and charging machine, the
valves and shut off the pump.
vacuum pump is built into the unit. Separate hook-up
is not required.

TROUBLESHOOTING
PRE-DIAGNOSIS CHECKS System Ducts and Doors - Check the ducts and
doors for proper function.
If the system indicates Insufficient cooling, or no cool-
ing, the following points should be checked before Refrigerant Charge - Make sure system is prop-
proceeding with the system diagnosis procedures. erly charged with the correct amount of refriger-
ant.
NOTE: If the truck being serviced is a Model 930E, be
certain the Rest Switch in the cab is ON. Place the GF
PRELIMINARY STEPS
Cutout Switch in the CUTOUT position. (Refer to Fig.
3-1, Page E3-2, Propulsion System, for switch loca- The following steps outline the correct procedures
tion.) necessary to prepare the truck and the system for
testing and diagnosis:
PREPARING FOR DIAGNOSIS
1. Correctly connect the manifold gauge set to the
Successfully servicing an air conditioning system, be- system. Refer to the connection and purging pro-
yond the basic procedures outlined in the previous cedures outlined in this section.
section, requires additional knowledge of system test-
2. Run the engine with the air conditioning system on
ing and diagnosis.
for five to ten minutes to stabilize the system.
A good working knowledge of the manifold gauge set
3. With the engine and the system at normal operat-
is required to correctly test and diagnose an air condi-
ing temperature, conduct a Performance Test as
tioning system. An accurate testing sequence is usually
outlined in this section.
the quickest way to diagnose an internal problem.
When correctly done, diagnosis becomes an accurate
SYSTEM PERFORMANCE TEST
procedure rather than guesswork.
This test is performed to establish the condition of all
Compressor Belt - Must be tight, and aligned.
components in the system. Observe these conditions
Compressor Clutch - The clutch must engage. If during testing:
it does not, check fuses, wiring, and switches.
1. Start engine and operate at 1200 to 1500 RPM.
Oil Leaks - Inspect all connection or components
2. Place fan in front of condenser to simulate normal
for refrigeration oil leaks (especially in the area
ram air flow and allow system to stablize.
of the compressor shaft). A leak indicates a
refrigerant leak. 3. Place a thermometer in air conditioning vent clos-
est to evaporator.
Electrical Check - Check all wires and connec-
tions for possible open circuits or shorts. Check 4. Evaluate the readings obtained from the gauges
all system fuses. to see if they match the readings for the ambient
temperature.
Note: Some systems use different safety devices in the
compressor circuit to protect the compressor. Check As preliminary steps to begin checkout of the system,
the thermal fuse, the low pressure cutout switch, high perform the following:
pressure cutout switch or trinary pressure switch if
1. Close all windows and doors to the cab.
equipped.
2. Set air conditioning system at maximum cooling
Cooling System - Check for correct cooling sys-
and blower speed operation.
tem operation. Inspect the radiator hoses, heater
hoses, clamps, belts, water pump, thermostat 3. Readings on the two manifold gauges should be
and radiator for condition or proper operation. within normal range, adjust for ambient tempera-
ture.
Radiator Shutters - Inspect for correct operation
and controls, if equipped. 4. Compare evaporator discharge air temperature
reading to see if it matches the recommended
Fan and Shroud - Check for proper operation of
temperature for the ambient temperature and
fan clutch. Check installation of fan and shroud.
gauge readings obtained.
Heater/Water Valve - Check for malfunction or
leaking.

5. Carefully feel the hoses and components on the DIAGNOSIS OF GAUGE READINGS & SYSTEM
high side. All should be warm-hot to the touch. PERFORMANCE
Check the inlet and outlet of receiver-drier for even
The following Troubleshooting Chart lists typical mal-
temperatures, if outlet is cooler than inlet, a re-
functions encountered in air conditioning systems. In-
striction is indicated.
dications and or problems may differ from one system
to the next. Read all applicable situations, service pro-
cedures, and explanations to gain a full understanding
of the system malfunction. Refer to information listed
under “Suggested Corrective Action” for service pro-
Use extreme caution when placing hands on high cedures.
side components and hoses. Under certain condi-
tions these items can be extremely hot.
6. Feel the hoses and components on the low side.
They should be cool to the touch. Check connec-
tions near the expansion valve, inlet side should
be warm and cold-cool on the outlet side.
7. If these conditions are met, the system is consid-
ered normal. Shut down engine. Remove gauges
and install the caps on the service valves.

– – – TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS – – –
Possible Causes Suggested Corrective Action
TROUBLE: Insufficient Cooling

Indications:
Low side pressure LOW.
High Side Pressure LOW.
Discharge air is only slightly cool.
Low refrigerant charge, causing pressures to be

slightly lower than normal. Check for leaks by performing leak test.
No Leaks Found:
1. Charge System
2. Performance Test System
Leaks Found:
1. If a leak is present at a connection, tighten the

connection, then add refrigerant as required.
2. If a system component needs to be replaced, re-
cover all refrigerant from the system. Replace
the defective part, then check the compressor
oil level; refill compressor oil as necessary.
3. Evacuate system.
4. Charge system with new / recycled refrigerant.
5. Check A/C operation and do system
performance test.
TROUBLE: Little or No Cooling
Indications:
1. Add Refrigerant (make sure system has at least
Low side pressure VERY LOW
50% of its normal amount) and leak test system.
High side pressure VERY LOW
Discharge Air Warm 2. It may be necessary to use a jumper wire to en-
No bubbles observed in sight glass, able the compressor to operate, if the compres-
may show oil streaks. sor has shut down due to faulty pressure
sensing switch.
Pressure sensing switch may have compressor
clutch disengaged.
Refrigerant excessively low; leak in system.
5. Evacuate system.
performance test.

Extremely Low Refrigerant Charge in the System
Indications:
Low side pressure LOW.
High Side Pressure LOW.
Air from vents in the cab seems warm.
If there is a low pressure switch in the
system, it may have shut off the com-
pressor clutch.
Extremely low or no refrigerant in the system. There Check for leaks by performing leak test.
may be a leak in the system.
No Leaks Found:
1. Add refrigerant to the system (at least half of the
normal full charge amount).
2. Performance test system.
Leaks Found:
2. It may be necessary to use a jumper wire to en-
able the compressor to operate, if the compres-
sor has shut down due to faulty pressure
sensing switch.
4. Evacuate system.
performance test.
Air and/or Moisture in the System

Indications:
Repair Procedure:-
Gauge Reading- Low Side Normal
Test for leaks, especially around the compres-
High Side Normal
sor shaft seal area. When the leak is found,
Air and/or Moisture in the System
recover refrigerant from the system and repair
the leak. Replace the receiver-drier or accumula-
High Side Normal
tor because the desiccant may be saturated
Cause- Air and/or moisture in the system. with moisture. Check the compressor and re-
place any refrigerant oil lost due to leakage.
The air from the vents in the cab is only slightly
Evacuate and recharge the system with refriger-
cool. In a cycling type system with a thermo-
ant, then check AC operation and performance.
static switch, the switch may not cycle the
clutch on and off, so the low pressure gauge
will not fluctuate.

Excessive Air and/or Moisture in the System
Indications:
Gauge Reading- Low Side High
High Side High Repair Procedure: Test for leaks, recover refriger-
Air from the vents in the cab is only ant from the system and repair the leak. De-
slightly cool. pending on the type of system, replace the
receiver-drier or accumulator. Check and re-
Cause- System contains excessive air and/or mois-
place any compressor oil lost due to leakage.
ture.
Evacuate and recharge the system, then check
AC operation and performance.
Expansion Valve Stuck or Plugged

Indications:
Test: Warm diaphragm and valve body with your
Gauge Reading- Low Side Low or Vac-
hand, or very carefully with a heat gun. Activate
uum
system and watch to see if the low pressure
High Side High
gauge rises.
Air from vents in the cab is only slightly
Next, carefully spray a little nitrogen, or any sub-
cool.
stance below 32° F, on the capillary coil (bulb)
The expansion valve body is frosted or
or valve diaphragm. The low side gauge needle
sweating.
should drop and read at a lower (suction) pres-
Cause- An expansion valve malfunction could mean sure on the gauge. This indicates the valve was
the valve is stuck in the closed position, the filter part way open and that your action closed it.
screen is clogged (block expansion valves do not Repeat the test, but first warm the valve dia-
have filter screens), moisture in the system has fro- phragm or capillary with your hand. If the low
zen at the expansion valve orifice, or the sensing side gauge drops again, the valve is not stuck.
bulb is not operating. If the sensing bulb is accessi-
Repair Procedure: Inspect the expansion valve
ble, perform the following test. If not then proceed to
screen (except block type valves). To do this, re-
the Repair Procedure.
move all refrigerant from the system. Discon-
nect the inlet hose fitting from the expansion
valve. Remove, clean and replace the screen,
then reconnect the hose. Replace the receiver-
drier. Then evacuate and recharge the system
with refrigerant, and check AC operation and
performance. If the expansion valve tests did
not cause the low pressure gauge needle to rise
and drop, and if the other procedure described
did not correct the problem, the expansion
valve is defective. Follow the procedure for com-
ponent replacement.

Expansion Valve Stuck Open
Indications:
Test: Operate the AC system on it’s coldest setting
for a few minutes. Carefully spray a little nitro-
High Side Normal
gen or other cold substance, on the capillary
Air from vents in cab is warm or only
tube coil (bulb) or head of the valve.
slightly cool.
The low pressure (suction) side gauge needle
Cause- The expansion valve is stuck open and/or the should now drop on the gauge. This indicates
capillary tube (bulb) is not making proper contact the valve has closed and is not stuck open. Re-
with the evaporator outlet tube. Liquid refrigerant peat the test, but first warm the valve dia-
may be flooding the evaporator making it impossible phragm by warming with hands.
for the refrigerant to vaporize and absorb heat nor- If the low side gauge shows a drop again, the
mally. In vehicles where the expansion valve sensing valve is not stuck. Clean the surfaces of the
bulb is accessible, check the capillary tube for evaporator outlet and the capillary coil or bulb.
proper mounting and contact with the evaporator Make sure the coil or bulb is securely fastened
outlet tube. Then perform the following test if the to the evaporator outlet and covered with insula-
valve is accessible. If it is not, proceed to the Repair tion material. Operate the system and check
Procedure. performance.
Repair Procedure: If the test did not result in
proper operation of the expansion valve, the
valve is defective and must be replaced. Re-
cover all refrigerant from the system and re-
place the expansion valve and the
receiver-drier. Evacuate and recharge the sys-
tem with refrigerant, then check AC operation
and performance.
System High Pressure Side Restriction

Indications:
Repair Procedure: After you locate the defective
Gauge Reading- Low Side Low
component containing the restriction, recover
High Side Normal to High
all of the refrigerant. Replace the defective com-
Air from vents in the cab is only slightly
ponent and the receiver-drier. Evacuate and re-
cool.
charge the system with refrigerant, then check
Look for sweat or frost on high side
AC operation and performance.
hoses and tubing, and frost appearing
right after the point of restriction.
The hose may be cool to the touch near
the restriction.
Cause- There could be a kink in a line, or other re-
striction in the high side of the system.

Compressor Malfunction
Indications:
Repair Procedure: If the belt is worn or loose, re-
place or tighten it and recheck system perform-
High Side Low
ance and gauge readings. If inspection of the
The compressor may be noisy when it
compressor is required, all of the refrigerant
operates.
must be recovered and the compressor disas-
sembled to the point that inspection can be per-
Cause- Defective reed valves or other compressor formed. Replace defective components or
components. If the compressor is not noisy, there replace the compressor. If particles of desic-
may be a worn or loose compressor clutch drive belt. cant are found in the compressor, flushing of
the system will be required. It will also be neces-
sary 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 con-
nections and evacuate the system. Recharge
the air conditioner with refrigerant and check
the system operation and performance.
Condenser Malfunction or System Overcharge

Indications:
Repair Procedure: Inspect the condenser for dirt,
bugs or other debris and clean if necessary. Be
High Side High
sure the condenser is securely mounted and
The air from the vents in the cab may be
there is adequate clearance (about 1-1/2
warm.
inches) between it and the radiator. Check the
The high pressure hoses and lines will
radiator pressure cap and cooling system, in-
be very hot.
cluding the fan, fan clutch, drive belts and radia-
Check the engine cooling system com-
tor shutter assembly. Replace any defective
ponents, fan and drive belt, fan clutch
parts and then recheck the AC system opera-
operation, and the radiator shutter.
tion, gauge readings and performance.
Cause- The condenser is not functioning correctly or
If the problem continues, the system may be
there may be an overcharge of refrigerant inside the
overcharged. Recover the system refrigerant
system. Another possibility is lack of air flow through
slowly until low and high pressure gauges read
the condenser fins during testing. Engine cooling
below normal. Then add refrigerant until pres-
system component malfunction can cause high pres-
sures are normal. Add another quarter to half
sure by blocking air flow (radiator shutter) or not pro-
pound of refrigerant and recheck AC system op-
viding air flow (fan clutch) in sufficient quantity.
eration, 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. Also replace the
receiver-drier or accumulator. Evacuate the sys-
tem and check operation and performance.

Thermostatic Switch Malfunction
Indications:
Repair Procedure: Replace the thermostatic
switch. When removing the old thermostat, re-
High Side Normal
place it with one of the same type. Take care in
The low side gauge needle may fluctu-
removing and handling the thermostat and thin
ate in a very narrow range compared to
capillary tube attached to it. Do not kink or
a normal range.
break the tube.
The compressor clutch may be cycling
on and off more frequently than it should. Position the new thermostat capillary tube at or
The low side gauge needle may fluctu- close to the same location and seating depth
ate in an above normal range as the between the evaporator coil fins as the old one.
clutch cycles. This may be an indication Connect the electrical leads.
that the thermostat is set too high.
A new thermostat may have been in-
stalled incorrectly.
Cause- The thermostat switch is not functioning

properly or at all.

Preventive Maintenance Schedule for A/C System
Last Maintenance Check:________________________
Truck Serial Number: ____________________________
Name of Service per-
Site Unit Number: ______________________________
NOTE: Compressor should be run at least 5 minutes

Date:______________Hour Meter:_________________
(40°F minimum ambient temperature) every month, in
order to circulate oil and lubricate components.
Maintenance Interval
COMPONENT (months)
Maintenance Interval
3 6 12 Done COMPONENT (months)
1. COMPRESSOR 3 6 12 Done
Check noise level • 4. EXPANSION VALVE
Check clutch pulley • Inspect capillary tube •
(if used) (leakage/dam-
Check oil level • age/
Run system 5 min. • looseness)
Check belt tension • 5. EVAPORATOR

(80 - 100 lbs; V-belt) Clean dirt, bugs, •
Inspect shaft seal • leaves, etc. from fins
(leakage) (w/compressed air)
Check mounting • Check solder joints on •

bracket (tighten bolts) inlet/outlet tubes (leak-
age)
Check alignment of •
clutch w/crankshaft Inspect condensate •
pulley (within 0.06 in.) drain
Perform manifold • 6. OTHER Components

gauge check Check discharge lines •
Verify clutch is • (hot to touch)
engaging Check suction lines •
2. CONDENSER (cold to touch)
Clean dirt, bugs, • Inspect fittings/clamps •

leaves, etc. from coils & hoses
(w/compressed air) Check thermostatic •
Verify engine fan • switch for proper op-
clutch is engaging (if eration
installed) Outlets in cab: 40°F to •
Check inlet/outlet for • 50°F temperature
obstructions/damage (HMS trucks: 25°F to
35°F below ambient)
3. RECEIVER - DRIER
Inspect all wiring •
Check inlet line from • connections
condenser (should be
hot to touch) Operate all manual •
controls through full
Replace if system is • functions
opened

NOTES

24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The Komatsu Truck utilizes a 24VDC electrical system Excessive consumption of water indicates leakage or
which supplies power for all non-propulsion electrical overcharging. Normal water usage for a unit operating
components. The 24VDC is supplied by pairs of 12 volt eight hours per day is about one to two ounces per cell
storage batteries wired in series. The batteries are a per month. For heavy duty operation (24 hour) normal
lead-acid type, each containing six 2-volt cells. With consumption should run about one to two ounces per
keyswitch ON and engine not operating, power is cell per week. Any appreciable increase over these
supplied by batteries. When the engine is operating, figures should be considered a danger signal. No
electrical power (non-propulsion) is supplied by a 24 water consumption may indicate undercharging or sul-
volt alternator. phated plates.
Troubleshooting
Two most common troubles that occur in the charging
BATTERY
system are undercharging and overcharging of the
During operation, the storage batteries function as an truck’s batteries.
electrochemical device for converting chemical energy
An undercharged battery is incapable of providing
into the electrical energy required for operating the
sufficient power to the truck’s electrical system.
accessories when the engine is shut down.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Lead-acid storage batteries contain sulphuric Loose or corroded battery connections
acid, which if handled improperly may cause seri-
ous burns on skin or other serious injuries to Defective wire in electrical system
personnel. Wear protective gloves, aprons and eye Loose alternator drive belt
protection when handling and servicing lead–acid
storage batteries. See the precautions in Section A defective alternator
“A” of this manual to insure proper handling of A defective battery equalizer
batteries and accidents involving sulphuric acid.
Overcharging, which causes battery overheating, is
first indicated by excessive use of water. If allowed to
Maintenance and Service continue, cell covers will push up at the positive ends
and in extreme cases the battery container will become
The electrolyte level of each cell should be checked at distorted and cracked.
the interval specified in the Lubrication and Service
Section “P”, and water added if necessary. The proper Leakage can be detected by continual wetness of the
level to maintain is 3⁄8– 1⁄2 in. (10-13 mm) above the battery or excessive corrosion of the terminals, battery
plates. To insure maximum battery life, use only dis- carrier and surrounding area. (A slight amount of cor-
tilled water or water recommended by the battery rosion is normal in lead–acid batteries). Inspect the
manufacturer. After adding water in freezing weather, case, covers and sealing compound for holes, cracks
operate the engine for at least 30 minutes to thoroughly or other signs of leakage. Check battery hold down
mix the electrolyte. connections to make sure the tension is not great
enough to crack the battery, or loose enough to allow
vibration to open the seams. A leaking battery should
be replaced.
To remove corrosion, clean the battery with a solution
of ordinary baking soda and a stiff, non-wire brush and
DO NOT SMOKE or allow flame around a dead flush with clean water. Make sure none of the soda
battery or during the recharging operation. The solution is allowed into the battery cells. Dry off battery.
expelled gas from a dead cell or charging battery Be sure terminals are clean and tight. Clean terminals
is extremely explosive. are very important in a voltage regulated system.
M13002 04/01 24VDC Electric Supply System M13-1

with 240 Amp. Niehoff Alternator
Corrosion creates resistance in the charging circuit The rate of self-discharge of a battery kept at 100°F
which causes undercharging and gradual starvation of (38°C) is about six times that of a battery kept at 50°F
the battery. (19°C) and self-discharge of a battery kept at 80°F
(27°C) is about four times that one at 50°F (10°C).
NOTE: When washing batteries, make sure cell caps
Over a thirty day period, the average self-discharge
are tight to prevent cleaning solution from entering the
runs about 0.002 specific gravity per day at 80°F
cells.
(27°C).
Addition of acid will be necessary if considerable elec- To offset the results of self-discharge, idle batteries
trolyte has been lost through spillage. Before adding should receive a booster charge (not a quick charge)
acid, make sure battery is fully charged. This is accom- at least once every thirty days. Batteries allowed to
plished by putting the battery on charge and taking stand for long periods in a discharged condition are
hourly specific gravity readings on each cell. When all attacked by a crystallization of the lead sulfate on the
the cells are gassing freely and three successive plates. Such batteries are called sulfated and are, in
hourly readings show no rise in specific gravity, the the majority of cases, irreparably damaged. In less
battery is considered charged. Additional acid may severe cases, the sulfated battery may be restored to
now be added. Continue charging for another hour and limited service by prolonged charging at a low rate
again check specific gravity. Repeat the above proce- (approximately 1⁄2 normal rate).
dure until all cells indicate a specific gravity of 1.260-
An undercharged battery is extremely susceptible to
1.265 corrected to 80°F (27°C).
freezing when allowed to stand in cold weather.
NOTE: Use 1.400 strength sulphuric acid when mak-
The electrolyte of a battery in various stages of charge
ing specific gravity adjustments. Acid of higher
will start to freeze at temperatures indicated in the
strength will attack the plates and separators before it
table.
has a chance to diffuse into the solution.
The temperatures in table I indicate the points at which
the first ice crystals appear. Lower temperatures must
If the temperature of the electrolyte is not reasonably
be reached for a solid freeze. Solid freezing of the
close to 80°F (27°C) when the specific gravity is taken,
electrolyte may crack the battery case and damage the
temperature should be corrected to 80°F (27°C):
positive plates. As will be noted, a 3⁄4 charged battery
• For every 10°F (5°C) below 80°F (27°C), 0.004 is in no danger of freezing, therefore, a 3⁄4 charge or
should be SUBTRACTED from the specific gravity better is desirable, especially during winter weather.
reading.
• For every 10°F (5°C) above 80°F (27°C), 0.004
should be ADDED to the reading. Freezing
Specific Gravity
Temperature
Corrected to 80°F (27°C)
Degrees
Idle batteries should not be allowed to stand unat- 1.280 -90°F (-70°C)
tended. If equipment is to stand unused for more than 1.250 -60°F (-54°C)
two weeks, the batteries should be removed and
placed in a cool, dry place where they may be checked 1.200 -16°F (-27°C)
periodically and charged when necessary. Remem- 1.150 +5°F (-15°C)
ber, all lead-acid batteries discharge slowly when not 1.100 +19°F (-7°C)
in use. This self discharge takes place even though the
TABLE I
battery is not connected in a circuit and is more pro-
nounced in warm weather than in cold.
M13-2 24VDC Electric Supply System M13002 04/01

BATTERY CHARGING SYSTEM
(Niehoff)
TROUBLESHOOTING PROCEDURES
(On-Truck)
General Description
Most 24 volt charging system problems can be diag-
The Niehoff model N1227 or C609 (Figure 13-1) is a
nosed with the alternator installed on the truck, oper-
heavy duty, 24 VDC unit rated at 240 amps. A solid
ating under normal conditions. Many problems can be
state voltage regulator (6) mounted externally on the
attributed to loose or corroded cable connectors. It is
end housing assembly provides voltage control during
essential that all battery charging circuit cables are in
operation. A single output connection (5) is located on
satisfactory condition and all connections are clean
the face of the control unit (4) for connection to the
and securely tightened.
truck battery positive circuit. The ground circuit cable
can be attached to either of two terminals (10) located
Equipment Required:
on the front housing. A fan guard (7) protects mainte-
nance personnel from the rotating fan when the engine • Belt tension scale
is operating.
• Voltmeter, 0 - 40 volt range
• Ammeter, 0 - 400 amp range
FIGURE 13-1. ALTERNATOR ASSEMBLY

1. Belt tension Adjustment 6. Voltage Regulator
Capscrew 7. Fan Guard
2. Shaft Key 8. Cooling Fan Assembly
3. Pulley Bushing 9. Mounting Lugs
4. Control Unit 10. Ground Terminals
5. Battery Positive Terminal

Preliminary Checks Test Procedure
1. Check the drive belt tension as follows: 1. Start engine, accelerate to high idle and observe
a. Apply 20.9 lbs. (9.5 kg) force at center of belt meters.
span.
b. Belt should deflect 0.50 in. (12.7 mm).
c. Adjust tension if necessary.
2. Insure that an undercharged battery condition has If voltmeter reading exceeds 30.5 volts, stop en-
not been caused by accessories having been left gine immediately and refer to Table II.
ON for extended periods.
3. If a battery defect is suspected, check battery as If batteries are sufficiently discharged, amps
specified in “Battery - Troubleshooting”. should be “high” (220 amps ±10%) and voltage
4. Inspect the wiring for defects. Check all connec- should be between 27.2 and 28.8 volts (normal
tions for tightness and cleanliness. Remove and range) or may be less than 23.7 volts if the
clean battery cables. batteries are significantly discharged.
5. If truck is equipped with a battery equalizer sys- 2. As the batteries approach full charge, the amper-
tem, verify proper operation of equalizer and in- age should fall as voltage rises.
dividual battery voltages. Refer to “Battery 3. When amps and volts readings stabilize, note
Equalizer”, Section “D”. readings and refer to Table II to diagnosis system
condition.
Test Setup AMPS VOLTS DIAGNOSIS

1. Discharge batteries sufficiently to insure adequate Charging system is OK. Batteries are
loading of alternator when engine is operated not yet fully charged. Wait for
during tests. charging system to bring to full
HIGH LOW
charge; amps should decrease and
2. Open battery disconnect switch. Remove battery voltage should stabilize between 27.2
and 28.8 volts.
cable from alternator B+ terminal.
Watch until amps decrease or voltage
Refer to Figure 13-2 for the following steps. Meters exceeds 28.8 volts. If amps decrease
should be installed directly at the alternator as shown and volts remain normal, system is
HIGH NORMAL
to eliminate variations in readings due to cable lengths OK. If voltage exceeds 28.9 volts,
regulator and/or alternator defective.
etc. :
Go to Static Test.
3. Install the ammeter (negative lead) to the battery STOP TEST! Regulator and/or
HIGH HIGH
positive cable removed in step 2. Install the am- alternator defective. Go to Static Test.
meter positive lead to the alternator B+ terminal. 1. Recheck voltmeter leads.
If connections are OK, alternator
4. Install a voltmeter between the alternator B+ and/or regulator defective.
terminal (positive lead) and the ground terminal 2. Perform Regulator Bypass Test
(voltmeter negative lead). LOW LOW per instructions on following page:
a. If volts and/or amps increase,
5. Secure all test equipment leads to prevent dam- alternator is OK but regulator is
age or short circuits when engine is started. Re- defective.
connect battery disconnect switch. b. If no effect, replace alternator
LOW NORMAL Charging system is OK.
STOP TEST! If battery and voltmeter
LOW HIGH check is OK, regulator and/or
alternator defective.
TABLE II. TROUBLESHOOTING CHART

The following tests require working near the
engine when running. Use caution when work-
ing near engine fan, alternator fan and belt.

FIGURE 13-3. REGULATOR BYPASS TEST
1. Alternator Control Unit
2. “R” Terminal (Relay)
FIGURE 13-2. TEST METER HOOKUP 3. “E” Terminal (Energize)
1. Alternator Under Test 4. Alternator “B+” Terminal
2. 0 to 400 AMP Ammeter 5. Alternator/Voltage Regulator Harness Plug
3. 0 to 40 VDC Voltmeter
4. Alternator “B+” Terminal
5. Alternator Ground Terminal
6. Truck Batteries
Regulator Bypass Test

If the test procedure outlined on the previous page
indicates low current output and low voltage out-
put, perform the following test to determine if the
voltage regulator is defective or if the alternator is
defective.
1. Disconnect alternator/regulator harness plug (3,
Figure 13-3).
2. Momentarily touch the “F-” connector pin on the
alternator connector to ground.
3. Observe meter readings:
If voltage or amperage rises, the alternator is
OK. The regulator is defective and should be
replaced.
If grounding the harness male pin has no effect,
the alternator is defective and should be re-
placed.

FIGURE 13-4. PARTS ILLUSTRATION
1. Locknut 10. Screw 19. Stud 28. End Housing
2. Flat Washer 11. Control Unit 20. Shell 29. Nut
3. Drive Pulley 12. Screw 21. Pan Head Screw 30. O-Ring
4. Pulley Bushing 13. Rotor 22. Field Coil 31. Retainer Ring
5. Retainer Ring 14. Shaft & Core 23. Rear Stator 32. Cooling Fan
6. Front Bearing 15. B+ Bolt Assembly 24. Rotor 33. Hardened Washer
7. Capscrew & Washer 16. Retainer Ring 25. Rear Bearing 34. Locknut
8. Cover Plate 17. Nut 26. Screw 35. Socket Head Screw
9. Control Unit Cover 18. Front Stator 27. Voltage Regulator 36. Fan Guard

ON VEHICLE TROUBLESHOOTING GUIDE
SELF ENERGIZED ALTERNATOR
ALTERNATOR ELECTRICAL CONDITION - Low Voltage - High Voltage - No Voltage
PRELIMINARY PROCEDURES NO VOLTAGE OUTPUT

Common problems, all applications: Causes of no voltage output:
Check alternator drive belt (s). No drive belt.
Check alternator positive connection No battery (B+) voltage at alternator’s “B+” termi-
nal (except isolator type systems).
Check alternator ground connection
on alternator. No “link” from “R” terminal to energize (“E”) ter-
minal on alternator when engine operating.
Check condition of connector between regulator
and alternator. Defective regulator.
Identify model of alternator_______________ Defective alternator.
Identify model of regulator________________
Record voltage regulator set points TOOLS AND EQUIPMENT:
stated on regulator tag:
1 - Voltmeter (Digital type preferred.)
1)_______ 2)_______ 3)_______ (if applicable)
1 - Ammeter (Digital, Inductive type preferred.)
1 - 12 gauge lead, 12 inches long, with alligator clip
LOW VOLTAGE OUTPUT at each end.
Causes of low voltage:

Loose drive belt.
BATTERY CONDITIONS AND CHARGE
Low state of charge of battery. VOLTAGE REACTIONS:
Current load on system greater than alternator NOTE: Until electrical system component tempera-
can produce. tures stabilize, these conditions may be observed dur-
Defective wiring or poor ground path. ing cold start voltage tests.
Low regulator set point.

Maintenance type:
Defective voltage regulator.
Immediately after engine start, system volts are
Defective alternator. lower than regulator setpoint with medium amps.
3-5 minutes into charge cycle, higher system volts
and reduced amps.
HIGH VOLTAGE OUTPUT
5-10 minutes into charge cycle, system volts are
Causes of high voltage: at, or nearly at, regulator set point, and amps are
Wrong regulator. reduced to a minimum.
High regulator set point.

Low Maintenance types:
Defective regulator.
Same as above, except cycle times may be
Defective alternator. longer.

Maintenance Free types: Medium amps are defined as some multiple of the
low amp value, perhaps 30 amps for the Group-
Immediately after engine start, system volts are
8D and 10-15 amps for the Group-31. This rate
lower than regulator setpoint with low amps.
of amperage will cause a rise in battery tempera-
15-30 minutes into charge cycle, still low volts and ture over a long period of time (4-8 hrs) and may
low amps. lead to an overcharge condition if temperature
elevates too high.
15-30 minutes into charge cycle, volts rise several
tenths, amps increase gradually then increase
quicker to medium to high amps.
High amps would be 50 to 75 amps for a Group-
20-35 minutes into charge cycle, volts rise to 8D, and 25 to 35 amps for a Group-31 size. High
setpoint and amps lower. amperage rates over a short period of time (2-3
hrs.) can severely damage any battery by over-
heating the battery and causing thermal runaway.
High-Cycle Maintenance Free Types:
The battery, in effect, forgets its state of charge
These types respond much better than standard and will accept all amps offered. The electrolyte
maintenance free types. The charge acceptance solution is boiled off as the battery moves into an
of these batteries may display characteristics excessive gassing stage.
similar to standard, maintenance type batteries.
Charge voltage is the voltage delivered to the

battery when the alternator and regulator are
CHARGE VOLT AND AMP VALUES operating properly. This charge voltage value is
Voltage and amperage levels are functions of battery the voltage regulator’s setpoint. At times the
state of charge. If the batteries are charged 95% or charge voltage value may be less than the regu-
higher when the engine is cranked, the charge voltage lator’s setpoint but it will never be higher than that
will be near regulator setpoint and the amps will taper setpoint.
quickly from medium to low. True battery voltage is
obtained AFTER removing any surface charge from
the battery or after 24 hours of non-use. Battery voltage is the steady state voltage of the
battery. The value of this voltage relates directly
to state of charge.
DEFINITIONS
B+ voltage is battery positive voltage, but does
NOTE: Charge voltage and amp rates vary from bat- not refer to a specific value as does battery volt-
tery type to battery type, based on battery construction age.
technology and physical size of battery.
Surface charge is a higher than normal terminal

Low amps are the necessary amps that a battery voltage a battery has when it comes off a charger
will take continuously over a period of time without or after extended time in vehicle operation. The
damage to the battery when the battery is in an surface charge must be removed to determine
operating system and is constantly cycling. true battery voltage.
Batteries such as the Group-8D may accept rates
up to 15 amps over several hours without raising
their internal temperature more than a few de-
grees. Group-31 batteries may accept rates up to
5 amps over several hours with minimal tempera-
ture rise.

ADVANCED SYSTEM TROUBLESHOOTING
24V/240A Self Energized
NO ALTERNATOR OUTPUT
STATIC TEST -
ENGINE OFF, KEY ON, BATTERY SWITCH ON.
Identify and locate “B+”, “E”, and “R” and ground (“B-”) DAMAGE WILL OCCUR IF UNIT IS OPERATED
terminals on alternator and check for link from terminal WITH STRAP CONNECTED AND B+ APPLIED!
“R” to “E”.
Hold a steel wrench or screwdriver near alternator
drive pulley: wrench or screwdriver held near
drive pulley will be attracted to pulley by magnet-
GO TO ALTERNATOR ism.
Test for battery B+ voltage (__________V) If there is no magnetic attraction, alternator
at “B+” terminal on alternator: may not be turned on. Go to “Regulator Test”
that follows and continue test.
If there is no B+ voltage on “B+” terminal,
repair VEHICLE wiring as necessary. • If there is magnetic attraction alternator is
Continue test. good and regulator should be considered
good.
• If B+ voltage is present on “B+” terminal,
Alternator will produce electricity because regula-
continue test.
tor is on. This test only shows regulator as either
Remove strap between “R” and “E” terminal. on or off.
Connect a 12 gauge jumper wire from the “B+” terminal NOTE: Alternator may not be turned on when engine
on alternator to the “E” terminal on alternator. is operating. Go to “R” terminal test next, to prove if
vehicle “E” circuit will turn alternator on.

GO TO ’R’ TERMINAL ON ALTERNATOR GO TO REGULATOR (IF REQUIRED)
With engine running, measure value of AC voltage Disconnect voltage regulator from alternator. There
from “R” terminal to “Ground”. are no static tests available for the regulator. Continue
test.
If no AC volts are present, alternator is not
capable of turning on regulator. B+ F- E B- GO TO
REGULA
NOTE: On a new, first time start up of an METRI-PACK Connector TOR
alternator, the alternator may test at less than CONNECTO
5 volts on “R” terminal. The cause of this R
problem may be loss of residual magnetism ON ALTERNATOR
within the alternator during shipping and han- Connect a jumper wire from ground on alternator into
dling of the alternator. To restore the residual “F-” pin of connector attached to alternator.
magnetism: With engine off and battery
switch on, momentarily (1-2 seconds) con-
nect a jumper wire from ’B+’ terminal to ’E’
terminal. (May spark - this is OK.) Remove
jumper and restart engine. Alternator should Hold a steel wrench or screwdriver near alternator
generate properly once the residual magnet- drive pulley; wrench or screwdriver held near
ism is restored. drive pulley will be attracted to pulley by magnet-
ism.
• If AC voltage is approximately 14 Volts, alternator
is properly turned on and output of alternator will If there is no attraction, alternator field is de-
be approximately 28 Volts. fective. Replace alternator.
If AC voltage is 3 Volts to 5 Volts, alternator is If there is magnetic attraction, alternator field

NOT turned on (regulator is OFF) but alternator is good. Continue test.
is capable of turning on a GOOD regulator. With jumper still connected between “B+” terminal and
NOTE: This test shows only if alternator is capa- “E” terminal on alternator: Insert “+” probe of voltmeter
ble of energizing regulator. To check harness into “E” terminal of connector, and Ground negative
from alternator to regulator go to “Regulator probe of voltmeter to alternator ground terminal.
Connector On Alternator” test.
Continue testing. If meter shows no voltage, alternator is defec-
tive. Replace alternator.
Vehicle Charging Circuit Test Is Now Complete:
If meter shows battery voltage, circuit is good.
Remove all jumper wires from alternator used to test Continue test.
charging circuit.
Insert “+” probe of voltmeter into “B” pin in connector.
Insert negative probe of voltmeter into “B-” pin in
connector. (This is power circuit for voltage regulator.)
RE-TEST CHARGING CIRCUIT FOR OPERATION
with ENGINE RUNNING . If circuit shows open (no voltage), alternator
is defective. Replace alternator.
Check charging system voltage with engine running.
If circuit shows B+ voltage, regulator is de-
If no charge voltage, test for voltage at “E” fective. Replace REGULATOR ONLY.
terminal of alternator, with engine running.
NOTE: Turn key and battery switch OFF before install-
If no voltage on “E” terminal, shut engine down ing new regulator. Turn battery switch and key back on
and inspect link from “R” terminal to “E”. AFTER installing new regulator. Continue test.
Run engine and re-test charging circuit.
Remove all jumper wires from alternator used to test

charging circuit.
Reconnect link from “R” terminal to “E” terminal

NIEHOFF Alternator Overhaul Manual
TABLE OF CONTENTS
DIMENSIONS....................................................................................................................................................... M3-2
SPECIFICATIONS ............................................................................................................................................... M3-3
SERVICE PARTS LIST ........................................................................................................................................ M3-4
EXPLODED VIEW................................................................................................................................................ M3-5
ON VEHICLE TEST ............................................................................................................................................. M3-6
BENCH TEST....................................................................................................................................................... M3-8
STATIC TESTS .................................................................................................................................................... M3-9
ALTERNATOR DISASSEMBLY......................................................................................................................... M3-12
ALTERNATOR ASSEMBLY............................................................................................................................... M3-17
SERVICE TOOL INSTRUCTIONS..................................................................................................................... M3-26
M13003 04/01 Niehoff Alternator Overhaul Manual M13-1

ALTERNATOR DIMENSIONS
1. Mounting Bolt - 1/2 UNC; 45 ft.lbs. (61 N.m) torque 5. Voltage Regulator
2. Mounting Bolt - 12/50 Dia; 65 ft.lbs. (88 N.m) torque 6. Fan Nut; 50 ft.lbs. (68 N.m) torque
3. Ground Bolt, 3/8 - 16; 11 ft.lbs. (15 N.m) torque 7. Slip Bushing
Either Side; R.H. side shown 8. Allowable Mounting Bracket Dimensional Span
4. Locknut (5/16 - 18 UNF-2B) & Washer (to secure Pulley) 9. F+ Stud (NOTE: F+ Stud Not On All Models)
TORQUE SPECIFICATIONS
FASTENER DESCRIPTION
SAE METRIC
Pulley Nut 120 ft. lbs 162.7 Nm
Heat Sink, Cover Plate, Control Box Hold Down & Relay Terminal Screw 20 in. lbs. 2.3 Nm
Phase Terminal Screw 20 in. lbs. 2.3 Nm
Ground Bolt 11 ft. lbs. 15 Nm
Front & Rear Housing Hold Down Nut 18 in. lbs. 2.0 Nm
Tension Adjust Bolt 18 ft. lbs. 24.4 Nm
Rotor Hold Down Screws 45 ft. lbs. 61.0 Nm
Output Lead Bolt 11 ft. lbs. 15 Nm
Output Nut 20 – 22 ft. lbs. 27.1 – 29.8 Nm
Energize Terminal Nut 60 – 70 in. lbs. 6.8 – 7.9 Nm
Regulator Hold Down Screw 32 in. lbs. 3.6 Nm
(for taptite screws) 45 in. lbs. 5 Nm
Fan Nut 50 ft. lbs. 67.8 Nm
Field Coil Screw 8 – 10 in. lbs. .9 – 1.1 Nm
M13-2 Niehoff Alternator Overhaul Manual M13003 04/01

ALTERNATOR SPECIFICATIONS
VOLTS.............................................................24VDC
AMPS ................................................................... 240
GROUND ................................................. NEGATIVE
REGULATOR STEPS .............................................. 2
REGULATOR SETTINGS ......................... 27.6 / 28.6
WEIGHT ............................................ 65 lbs. / 29.3 kg
1. Measurements listed on the curves are for a

stabilized machine at maximum output at tem-
peratures indicated for each curve.
2. A link between “E” and “R” terminal must be used
in order to provide self energizing. If residual
magnetism is lost, self energizing will not occur
until magnetism is reestablished. This is done by
disconnecting the link and applying 24V momen-
tarily to the E terminal while the alternator is
operating. After disconnecting the +24V signal
from “E” terminal, connect the link between the
“R” and “E” terminal.

SERVICE PARTS
REF. PART
NO. NO. QTY. DESCRIPTION
1.0 BF3715 1 LOCKNUT (1)
2.0 BF1997 1 FLAT WASHER (1)
3.0 EF3527 1 PULLEY
4.0 BF1966 1 BUSHING, PULLEY
5.0 BF1989 1 RING, RETAINER (1)
6.0 BF1968 1 BEARING, FRONT
7.0 BF1988 1 RING, RETAINER (1)
8.0 BF1990 15 SCREW, PAN HEAD - #8 - 32NC X 3/8" (1)
9.0 BF1970 1 PLATE, COVER
9.a BF3712 1 HOUSING, FRONT
10.0 BF2002 18 NUT - (SPECIAL)
11.0 BF1969 1 COVER, CONTROL UNIT
12.0 BF1972 1 TERMINAL, OUTPUT
13.0 BF1971 1 CONTROL UNIT
14.0 BF3716 1 BOLT (+) - 5/16" - 18NC X 3/4"
15.0 BF1995 1 LOCKWASHER - 5/16" (1)
16.0 BF1996 1 FLAT WASHER (1)
17.0 BF3717 1 LOCKWASHER (1)
18.0 BF3718 1 CAPSCREW - 1/2" - 13NC X 1" (1)
19.0 BF3720 1 KEY WOODRUFF (1)
20.0 BF1973 1 SHAFT/CORE/ROTOR ASSEMBLY
20.a BF1974 2 ROTOR ASSEMBLY
20.b BF1975 1 SHAFT/CORE ASSEMBLY
20.c BF3713 2 RING, RETAINING
21.0 BF1992 2 LOCKWASHER (1)
22.0 BF1991 2 CAPSCREW - 3/8" - 16NC X 5/8" (1)
23.0 BF3719 12 CAPSCREW - #10 - 32NF X 1/2" (1)
24.0 BF3721 9 NUT - #8 - 32NC (1)
25.0 BF1976 1 SHELL/STATOR/FIELD ASSEMBLY
25.a BF1977 1 STATOR, FRONT
25.b BF1980 9 STUD
25.c 1 SHELL (2)
25.d BF1981 1 BUSHING, TENSION
25.e BF1978 1 COIL
25.f BF1979 1 STATOR, REAR
26.0 BF3722 18 SCREW, PAN HEAD - #6 - 32NF X 3/8" (1)
27.0 BF3723 9 NUT - #8 (1)
28.0 BF1982 1 HOUSING, END
29.0 BF1983 1 BEARING, REAR
30.0 BF3724 2 SCREW, LOCK - #10 - 32NC X 5/8" (1)
31.0 BF1962 1 REGULATOR
32.0 BF3714 1 O-RING
33.0 BF1985 1 FAN
34.0 BF2003 1 FLAT WASHER (HARDENED) (1)
35.0 BF2004 1 LOCKNUT - 1/4" - 20NF (1)
36.0 BF1961 1 GUARD, FAN
37.0 BF3725 3 SCREW, SOCKET HEAD - #10 - 32NF X 7/8" (1)
NOTE: (1) NOT SERVICED SEPARATELY - SUPPLIED ONLY IN BF1986 KIT.

NOTE: (2) NOT SOLD SEPARATELY

ALTERNATOR PARTS
Refer to previous page for Parts List.

ON-VEHICLE TEST
Equipment:
Belt Tension Gauge
Voltmeter, 0 - 40 Volt range
Ammeter, 0 - 400 Ampere range
Preliminary Checks:
1. Check Belt Tension.
Use Belt Tension Gauge to measure belt tension:
Poly V Belt Adjustment (20 lbs./strand):
240 lbs. maximum for 12 groove Poly V-belt.
2. Check Battery.
Batteries must be in good condition and fully
charged. If any battery condition is marginal, it
should be replaced with one known to be in good
condition.
For split battery pack, dual voltage systems, bat-
tery rest voltages should agree within 0.3 V.
When "12V" battery voltage is more than 0.3 V
lower than "24V" battery voltage, check the "12V"
battery circuit to verify adequate charge. FIGURE 13-1.
1. Alternator 3. Ammeter
Polarity of battery and alternator must agree;
2. Voltmeter 4. Battery
reverse polarity will damage the alternator.
The alternator is NEGATIVE ground.
7. Attach meters as indicated by Figure 13-1, be sure
3. Check electrical connections in charging circuit. to measure voltage and amperage at alternator,
Make sure all connections are clean, tight, and not at batteries or intermediate point.
free of corrosion. Battery connections are espe-
cially important. If an in-line ammeter is used, disconnect battery
ground cable before connecting ammeter. Then
4. Check Energize circuit. reconnect battery ground cable. Ammeter con-
If alternator is not charging, check for voltage at nections must carry rated output of alternator.
the alternator energize terminal. Refer to Figure
13-1 for energize terminal location on the outside Test Procedure
of the control box. Check for battery voltage at the
"E" terminal with engine running. 8. Start engine. Accelerate to high idle.
Test Set-up
5. Discharge Battery as Follows:
a. Disable fuel system. If voltmeter reading exceeds 32V for 24V system,
stop engine immediately and refer to Table 13-1.
b. Turn all lights and accessories "ON". Crank the
engine for 10 – 15 seconds to discharge bat-
tery, then stop cranking engine. 9. Watch meter reading.
c. Turn all lights and accessories off. If battery is sufficiently discharged, amps should
be high within +/- 10% of output specified by
d. Enable fuel system.
performance curve (refer to SPECIFICATIONS,
6. Determine setpoints of regulator. alternator RPM = engine RPM x pulley ratio).
The setpoint of the alternator is 28V. Volts should be within or below the "normal"
“Normal” range is within ± 0.2V of setpoint. range as battery approaches full charge. Amps
should fall as Volts rise. When amps and volts
stabilize, note readings and refer to Table 13-1.

Table 13-1. TROUBLESHOOTING
AMPS VOLTS DIAGNOSIS
Charging system is OK. Battery
is not yet fully charged. Wait for
charging system to bring to full
HIGH LOW
charge: AMPS should fall and FIGURE 13-2. VOLTAGE STEP ADJUST
VOLTS should stabilize within 1. Low 3. High
normal range. 2. Medium
Watch until AMPS fall, or VOLTS CAUTION!
exceed normal range. If AMPS
fall and VOLTS remain normal, USE HIGH SETTING ONLY FOR:
HIGH NORMAL charging system is OK. If VOLTS • EXTREME COLD
exceed normal, regulator and/or • INTERMITTENT SERVICE
field coil should be replaced
• MAINTENANCE - FREE BATTERIES
(Go to Static Tests).
CHECK BELT TENSION BEFORE ADJUSTING
Stop test. Regulator and/or field
VOLTAGE. TO ADJUST VOLTAGE, MOVE LINK TO
HIGH HIGH coil should be replaced.
OTHER POST.
(Go to Static Tests.)
Make sure voltmeter leads are
a t ta c he d a t a l te r na to r . I f
connections are OK, alternator
and/or regulator must be repaired
System voltage may rise above 32 volts on a 24
or replaced. Bypass regulator
volt system, during regulator bypass test.
LOW LOW (See Figure 13-3). If VOLTS
Possible damage to sensitive electronic compo-
and/or AMPS rise, alternator is
nents could occur.
OK and regulator should be
replaced. If no effect, repair Refer to the "On Vehicle Troubleshooting Guide"
alternator. for an alternative to the bypass test.
LOW NORMAL Charging system is OK.
Stop test. If battery and voltmeter
LOW HIGH check OK, regulator and/or field
coil must be replaced.
Table 13-2. VOLTAGE REGULATOR

SYSTEM FACTORY NORMAL
VOLTAGE SETTING RANGE
27.5 27.2 - 27.8
24
28.0 27.7 - 28.3
ON-VEHICLE TEST
Bypass Test:
Disconnect plug between alternator and regulator and
momentarily touch “F-“ terminal from alternator plug
to ground.
FIGURE 13-3.
1. F+ Stud (some units have F+ Stud & Phase taps)

BENCH TEST TEST 2 - FULL LOAD TEST
Results of on-vehicle test should be confirmed by With load set to rated output (nameplate) +/- 10%, run
these bench tests, if possible. alternator at 5000 rpm. Refer to Table 13-4.
When it is not possible to perform on-vehicle test,
alternator performance can be checked quickly by Table 13-4. FULL-LOAD TEST
referring to these bench tests. AMPS VOLTS DIAGNOSIS
Test bench battery is discharged
Equipment: HIGH LOW (or defective).
Test Bench, with 15 – 20 Hp motor Allow to charge or replace.
set up to drive alternator to 7000 RPM.
Voltmeter, 0 – 40 Volt Range HIGH NORMAL Charging system OK.
Ammeter, 0 – 400 Amp Range Stop test. Regulator and/or field
Mount alternator on test bench according to the bench HIGH HIGH coil should be replaced.
manufacturer’s instructions. Refer to Figure 13-1 for (Go to Static Tests.)
set-up to measure voltage and amperage produced by Alternator and/or regulator must
alternator. Voltage within +/- .2V of regulator setpoint LOW LOW be repaired or replaced.
is “normal”. Amperage within +/- 10% of rated output Go to Test 3.
at 5000 rpm is “high”.
LOW NORMAL Increase load.
Stop test. Bench malfunction or
LOW HIGH
wiring error.
TEST 1 - NO-LOAD TEST
Without electrical load but with battery connected, run
TEST 3 - REGULATOR BYPASS TEST
alternator at 5000 rpm. Refer to Table 13-3 below.
Perform this test only when suggested by other tests.
Table 13-3. NO-LOAD TEST
Alternator connections and load same as test 2. By-
AMPS VOLTS DIAGNOSIS
pass regulator as shown in Figure 13-3. Note whether
Test bench battery is discharged amps rise to within +/- 10% of output rating when
HIGH LOW (or defective). connecting F- terminal to ground. Note whether amps
Allow to charge or replace. fall when disconnecting F- terminal. Then refer to
Give time to stabilize while Table 13-5 below.
monitoring VOLTS. If VOLTS rise
above normal range (Table 13-2)
HIGH NORMAL
regulator and/or field coil must be
replaced. If AMPS fall, charging Limit terminal connection to a few seconds in
system is OK. order to protect charging system from excessive
voltage rise.
Stop test. Regulator and/or field
HIGH HIGH coil should be replaced. Table 13-5. REGULATOR BYPASS TEST
CONNECT DISCONNECT DIAGNOSIS
Alternator and/or regulator must
Alternator is OK.
LOW LOW be repaired or replaced.
See note, replace
Go to Test 3.
regulator only if low
LOW NORMAL Regulator OK. Go to Test 2. Amps Rise Amps Fall
AMPS/low VOLTS
Stop test. Bench malfunction or indicated in Test 1
LOW HIGH and/or Test 2.
wiring error.
Alternator must be
No Change No Change repaired. Go to Static
Tests.
Note: Before replacing regulator, check continuity of

energize circuit (refer to Static Tests, Test 5).

STATIC TESTS TEST 2 - Check Function Of Clamping Diode
Static tests are performed on the partially disas- Set ohmmeter to x100 scale and make sure ohmmeter
sembled alternator to confirm component failure is zeroed. Using the regulator connector plug, connect
indicated by on-vehicle test or bench tests. one ohmmeter lead to terminal “F-“, connect the other
lead to terminal “B-” and observe ohmmeter reading.
EQUIPMENT: Reverse leads and observe meter reading. In one
Ohmmeter, Simpson 260 or equivalent direction the ohmmeter should read less than 600
Regulator Tester, or Ohmmeter ohms. In the other direction the ohmmeter should read
Diode Tester or Ohmmeter very high. If the ohmmeter reads less than 600 ohms
in both directions (short) or very high in both directions
Remove control box cover and drive pulley. Discon- (open) clamping diode is defective and regulator must
nect regulator from control unit. Remove cover plate. be replaced.
Disconnect all phase leads attached to the front hous-
ing (“P1” through “P6” in Figure 13-6). Note: If regulator failure is indicated, field coil failure
must also be suspected.
NOTE: Refer to disassembly procedures in Alternator
Disassembly section of this manual. Before repairing
the alternator, perform all static tests.
REGULATOR TESTS FIELD COIL TESTS

The regulator is normally checked using a regulator
tester. If a regulator tester is used, make connections TEST 3 - Check For Open Field Coil
to regulator plug as follows (see Figure 13-4 for wire Set ohmmeter to x1 scale and make sure ohmmeter is
assignments): zeroed. Connect one ohmmeter lead to “B+” output
NOTE: Terminal locations differ on SAE and metri- stud. (NOTE: On unit with “F+” stud, connect ohmme-
pack connectors. ter to “F+” stud). Connect the other lead to terminal
• Wire 1 to “Field Coil (-)” “F-“ of control unit harness. Ohmmeter should read
less than 3 ohms. If ohmmeter reads above the speci-
• Wire 2 to “Ground” fied limit, the field coil is open and must be replaced
• Wire 3 to “Field Coil (+)” or “B+” (replace or repair Stator & Shell Assembly).
• Wire 4 to “Ignition” or “B+”
Refer to regulator tester manufacturer’s instructions
for test procedure.
If regulator tester is not available, it is difficult to test
regulator for open output transistor. However, most
regulator failures are caused by shorted output tran-
sistor, so the following procedure utilizing an ohmme-
ter, will often suffice when a regulator tester is not
available.
TEST 1 -
Check For Shorted Output Transistor
Set ohmmeter to x100 scale and make sure ohmmeter
is zeroed. Using the regulator connector plug, connect FIGURE 13-4.
one ohmmeter lead to terminal “F-“, connect to other 1. Ignition (E) 5. F+ (Harness Lead #3)
lead to terminal “B-“, and observe meter reading. (Harness Lead #4) 6. Ground Wire from Reg.
Reverse leads and observe meter reading. In one 2. Relay (R) (Harness Lead #2)
direction the meter should read less than 600 ohms. 3. Terminal Block 7. B+ Buss Leads to
In the other direction the ohmmeter should read very 4. F- (Harness Lead #1) Rectifier
high. If ohmmeter reads zero in both directions, output
transistor is shorted and regulator must be replaced.

TEST 4 - Check For Grounded Field Coil
Set ohmmeter to x10K scale and make sure ohmmeter
is zeroed. Connect one ohmmeter lead to terminal “F-“
of the control unit harness. Connect the other ohmme-
ter lead to the front housing ground stud. The ohmme-
ter should read very high. If the ohmmeter reads less
than 100K ohms, the field coil is grounded and must
be replaced (replace or repair Stator & Shell Assem-
bly).
Move ohmmeter lead from “F-“ to “F+” (if so equipped),
or to “B+” and repeat test. The ohmmeter should read
very high. If the ohmmeter reads less than 100K ohms,
the field coil is grounded and must be replaced (re-
place or repair Stator & Shell Assembly).
FIGURE 13-5.
CONTROL BOX TESTS Metri-Pack Connector SAE Connector
Note: Needle point probes may be required to pene-
trate the potting compound in the control box. TEST 6 - Diode Heat Sink Tests
Refer to Figure 13-4 for location of control box terminal Check to make sure that all phase leads are discon-
strip connections. Refer to Figure 13-3 for location of nected from the heat sink (refer to Figure 13-6).
control box external connections to regulator and igni-
tion circuit.
TEST 5 -
Check Continuity Of Terminal Strip Connections
Set ohmmeter scale according to Table 13-6 and make
ohmmeter connections between the terminal strip in-
side the control box and control box terminals located
on the outside of the control box.
Table 13-6.
CONTROL BOX CONTINUITY CHECKS
CONTROL
TERMINAL
BOX
OHMETER STRIP READING
EXTERNAL
SCALE CONNECTION
CONNECTION
(Figure 13-4)
(Figure 13-5)
VERY
x10K F- GND* (B-)
HIGH
x1 F- (F-) PIN ZERO
(F+)
x1 F+ ZERO
TERMINAL
*GND connections are made to ground terminal FIGURE 13-6.
located on outside of front housing. 1. Positive Diode Studs 2. "S" Phase Terminal
With regulator disconnected, test for continuity from NOTE: Heat sink diodes are de-rated for heavy duty
“E” terminal on control unit to connector Energize (“E”) performance. If diode failure is detected, the entire
pin on regulator harness (See Figure 13-5). charging system should be examined for loose con-
nections (especially battery). If diode failure is indi-
cated, stator failure must also be suspected.

Note: Do not allow sleeving on leads to slide down STATOR TESTS
leads; phase terminal without sleeves can short
NOTE: The front stator related Phase leads are “P1”,
against alternator body.
“P2”, & “P3”; The rear ststor phase leads are “P4”,
The diode heat sink assembly is normally checked “P5”, & “P6”
using a diode tester. If a diode tester is used, refer to
The Alternator has two separate assemblies that will
manufacturer’s instructions for proper connections.
be checked individually. Make sure all phase leads are
When a diode tester is not available, use an ohmmeter
disconnected from the heat sink (Refer to Figure 13-6).
and refer to the following procedure.
Note: Do not use an AC Device such as a leakage
tester to check the diode heat sink.
TEST 9 - Check Front & Rear Stator
Set ohmmeter to x1 scale and make sure ohmmeter is
zeroed. Check for open stator winding by connecting
TEST 7 - Check Positive Diodes
ohmmeter between each successive pair of stator
Refer to Figure 13-6. Set ohmmeter to x100 scale and phase leads (Refer to Figure 13-6: “P-1” – “P2”; “P2”
make sure ohmmeter is zeroed. Connect one ohmme- – “P3”; “P1” – “P3”; “P-4” – “P5”; “P5” – “P6”; & “P4”
ter lead to the “B+” output stud, connect the other – “P6”).
ohmmeter lead to each of the six heat sink phase
Note: It may be necessary to probe under the sleeves
terminals “S”. All six readings should be nearly alike;
of the phase leads in order to make electrical contact.
either less than 600 ohms or very high. If all six
Ohmmeter should read less than 1 ohm between each
readings are not alike, the diode rectifier assembly is
pair of stator phase windings. If ohmmeter reads very
defective and front housing assembly must be re-
high, the stator is open and must be replaced (replace
placed.
or repair stator or stator / shell assembly).
Set ohmmeter to x10K scale and make sure ohmmeter
is zeroed. Check for shorted stator windings by con-
TEST 8 - Check Negative Diodes
necting ohmmeter between each phase lead (“P1”,
Refer to Figure 13-6, set ohmmeter to x100 scale, and “P2”, “P3”, “P4”, “P5”, & “P6”) and the ground terminal
make sure ohmmeter is zeroed. Connect one ohmme- located on the outside of the front housing. Ohmmeter
ter lead to “B-“ terminal located on the outside of the should read very high. If ohmmeter reads zero for the
front housing, connect the other ohmmeter lead to related test point, the stator is grounded and must be
each of the six heat sink phase terminals “S”. All six replaced (replace or repair stator or stator / shell
readings should be nearly alike; and all should read assembly).
very high. If all six readings are not alike the diode
Note: Grounded stator is difficult to confirm by static
rectifier assembly is defective and the front housing
test. Examine stator for burnt insulation or loose coil.
assembly must be replaced.
Reverse ohmmeter leads, and again observe resis-
tance between “B+” terminal and each of the six heat
sink phase terminals “S”. All six readings should be
very high. If any reading is not alike, the diode rectifier
assembly is defective and the front housing assembly
must be replaced.

ALTERNATOR DISASSEMBLY
Notes: Disassemble alternator only as far as neces- REGULATOR REMOVAL
sary to replace defective part(s).
1. Disconnect regulator from alternator harness.
For stator removal, refer to BF4822 Stator Service Tool
2. Remove mounting hardware from regulator
Instructions.
mounting feet (Figure 13-9).
In this publication, Front Housing refers to the Drive
3. Remove regulator.
End Housing, and Rear Housing refers to the opposite
end housing.
FAN REMOVAL
1. Remove fan guard.
2. Use a 3/4” socket wrench to loosen nut attaching
fan to alternator. Keep shaft from rotating by
holding the pulley in a vise, jaws padded with
brass or aluminum (Figure 13-7).
3. Remove nut and hardened washer.
4. Remove fan assembly from alternator.
FIGURE 13-9.
FIGURE 13-7.
PULLEY REMOVAL
1. Use a 15/16” socket wrench on the pulley nut.
Clamp the pulley in a vise, jaws padded with
brass or aluminum, and loosed pulley nut (Figure
13-8).
2. Remove pulley nut and hardened washer.
3. With a gear puller remove the pulley from the
shaft.
4. Remove woodruff key from shaft.
5. Remove pulley bushing from shaft.
FIGURE 13-8.

END HOUSING REMOVAL
1. Remove nine flanged locknuts from stator-tube
assembly studs at rear of end housing.
2. With a gear puller, remove end housing from
alternator (Figure 13-10).
FIGURE 13-12.
1. Machine Screws
Alternate Method
2b. Using an air hammer (air chisel) with a blunt
tipped tool, vibrate the area around the rotor
element to rotor core attaching studs. The vibra-
tions should loosen any built up rust in that area.
Remove the rotor element.
If resistance is still felt, use the method described
FIGURE 13-10. in “2a.”, plus the air hammer.
REAR ROTOR REMOVAL

1. Remove six flanged locknuts from core studs or
six self tapping screws (1, Figure 13-11). Scribe
REAR BEARING REMOVAL
location of stud or screw holes on rotor face plate.
There are two types of rear bearing systems in use:
1. For press fit rear bearings, support end housing
on blocks with rear side facing up. Use a proper
tool and press to remove rear bearing and seal.
2. The loose fit rear bearing is retained on the shaft
and core assembly and can be removed with a
pulley puller.
FIGURE 13-11.
1. Self-Tapping Screws
2a. Use three 10-32 UNF x 2” long machine screws

as jacks in the three threaded holes of rotor end
plate (Figure 13-12). Pull rotor off of core gradu-
ally by working screws against core in sequence.
If rotor resists movement, see alternate method
below.

FRONT HOUSING REMOVAL
Note: All control box and front housing connections are
coated with RTV Silicone Rubber. Remove RTV Sili-
cone Rubber as alternator is disassembled.
1. Remove five screws from control box cover.
2. Remove control box cover (Figure 13-13 A).
3. Loosen terminal strip screws and disconnect 2
field leads (white wires) from control box terminal
strip.
4. Remove six screws from front housing cover plate
(Figure 13-13 B).
5. Remove front housing cover plate.
6. Remove the six nuts holding phase leads (black
wires) to diode studs (Figure 13-13 C).
7. Remove the six phase leads from the diode studs
and push the phase leads back through the large
openings in front housing (this will facilitate sepa-
ration of front housing from tube).
8. Remove nine flanged locknuts from stator/tube
assembly studs at front of front housing.
Note: The Front housing is attached to the rotor/shaft FIGURE 13-13.
core assembly. 1. Cover 3. Front Cover Screw
2. Field Leads (white wires)
9. Separate front housing with the rotor/shaft/core
assembly from the stator/tube assembly. Light
taps with a soft faced mallet will help in the
separation of parts.
10. Support front housing on wood blocks. Using a
press, press shaft through front housing bearing.

CONTROL UNIT ASSEMBLY REMOVAL
(These instructions may be used with control unit
assemblies having SAE or Metri-Pak connector.)
Refer to Figures 13-14 and -15 for the following steps:
1. Remove the top cover of the control unit assembly
(Five screws).
Before removing the old control unit assembly,

observe wire position by wire function, not wire
color. Wire connections on some units are not
color coded. FIGURE 13-14. TYPICAL CONTROL UNIT
1. Ignition (E) 5. F+ (Harness Lead #3)
(Harness Lead #4) 6. Ground Wire from Reg.
2. Remove bolt and lock washer attaching “B+” buss
2. Relay (R) (Harness Lead #2)
from the rectifier assembly to “B+” output termi-
3. Terminal Block 7. B+ Buss Leads to
nal.
4. F- (Harness Lead #1) Rectifier
3. Remove four attaching screws from the front of
the control unit assembly.
Pull control unit – face plate forward to permit
easy disconnection of wire ends from “R” (or
phase terminals) and “B+” terminals. Leave the
regulator harness with grommet resting on frame
while sliding face plate up and off grommet.
4. Remove the phase lead wire from “R” terminal (or
phase terminals) on the face plate. Be careful not
to move or reroute the phase lead.
5. Disconnect the field leads from “F-“ terminal and
“B+” terminal of the terminal block.
6. Disconnect the regulator harness ground wire
from the end housing. (lead #2)
7. Remove the terminal block from the housing.
NOTE: Two nuts are used as spacers underneath the
terminal block on attaching screws. FIGURE 13-15.
1. Cover Screws (TOP) 2. Control Unit Screw
8. Desolder “B+” lead from the terminal block. Take
care to position “B+” lead coming from the recti-
fier assembly.
11. Inspect leads from field coil and rectifier assembly

Do not cut “B+” lead at terminal block.
for chaffing, and repair as necessary.
“B+” lead does not have slack.
9. Discard the old face plate assembly with regulator

connector harness assembly.
10. Clean old RTV from the top and the face of control
unit area of the housing.

FRONT BEARING REMOVAL
1. Remove retaining ring (1, Figure 13-23) from front
outer side of front housing.
2. Remove retaining ring (3, Figure 13-23) from rear
inner side of front housing.
3. Support front housing on blocks and with a press,
remove front bearing (4, Figure 13-23) from front
housing. Use Tool BF4818 (Figure 13-24).
FRONT ROTOR REMOVAL

1. Remove six flanged locknuts from core studs or
six self tapping screws (Figure 13-16).
FIGURE 13-17.
1. Jack Screws
FIGURE 13-16.
1. Flanged Locknuts or Screws
2a. Use three 10-32 UNF x 2” long machine screws

as Jacks in the three threaded holes of rotor end
plate (Figure 13-17). Pull rotor off core gradually
by working screws against core in sequence.
Alternate Method
2b. Using an air hammer (air chisel) with a blunt
tipped tool, vibrate the area around the rotor
element to rotor core attaching studs. The vibra-
tions should loosen the built up rust in that area.
Remove the rotor element. If resistance is still felt, FIGURE 13-18.
use the method described in “2a.” above, plus the 1. Bobbin Removal Tool 2. Stator & Shell Assembly
air hammer. (BF4820)
FIELD COIL REMOVAL 2. Remove the screws attaching field coil bobbin to
Do not attempt to repair field coil. stator tabs (Figure 13-18).
Replace the whole assembly. 3. Use tool BF4820 to rotate field coil bobbin about
1. Mark the position of field coil leads (white wires 20 degrees to disengage bobbin ears from stator
with spade terminals) on stator. New fields will be tabs.
positioned in same opening in stator assembly, Note: Some force may be required to break the perma-
as the old field leads. fill coating on the tabs.

4. After rotating field coil bobbin, remove field coil ALTERNATOR ASSEMBLY
through back of stator and shell assembly (end
away from leads) while allowing field leads to FIELD COIL ASSEMBLY
slide through opening in front stator assembly.
1. Lay stator and shell assembly on its side, phase
Notes: As field coil is removed from stator and shell leads to the left (Figure 13-20).
assembly note and mark position of leads relative to
drainage holes in shell for reassembly (Figure 13-19). 2. Insert field coil from right hand side of stator and
shell assembly, field leads (white wires with
Loctite should be used on all screws and nuts as spade terminals) facing toward phase leads.
machine is assembled, except where told otherwise.
For stator installation, see BF4822 Stator Service Tool
Instructions.
FIGURE 13-20.
1. Field Leads 2. Remove or Insert
FIGURE 13-19. Field Coil from this end.
3. As field coil is inserted into stator and shell assem-

bly thread the field leads through the proper open-
ings between the front stator windings.

4. Seat field coil bobbin ears over stator tabs (Figure 5. Make sure field coil leads (white spade terminals)
13-21) by inserting field winding and rotating are pulled through proper stator openings with no
about 20 degrees after insertion with tool BF4820. slack at the field coil and that neither wire is
Align screw holes in bobbin ears with screw holes pinched by the bobbin ears.
in stator tabs.
6. Using eighteen screws coated with loctite, fasten
Note: Bobbin ears go over stator tabs as viewed from field coil bobbin ears to stator tabs (Figure 13-22).
both ends of tube assembly. Tighten screws to 8-10 lb-in. (0.9- 1.1 Nm) torque.
Note: If field coil leads cannot be threaded through
stator openings with the terminal attached, unsolder
terminals, remove sleeving and then insert leads. After
field coil is in place slip sleeving on field leads, resolder
terminals to wires and slip sleeving back over terminal.
FRONT BEARING ASSEMBLY

1. Clean bearing I.D. surface of front housing.
2. Install retaining ring in rear inner groove of front
housing.
Note:
This retaining ring has two flat sides (3, Figure 13-23).
3. Coat outer race of front bearing (4, Figure 13-23)
with thin coat of loctite.
FIGURE 13-21.
1. Field Coil Bobbin Ear
FIGURE 13-23.
1. Retaining Ring (Tapered)
2. Front Housing
3. Retaining Ring (Flat, both sides)
4. Bearing - Outer Race
FIGURE 13-22.

4. Using tool BF4818 and a press, press front bear-
ing into front housing until bearing seats against
retaining ring (Figure 13-24). Outer ring will be
installed after housing is placed on shaft.
FIGURE 13-24.
1. Tool BF4818
FRONT ROTOR ASSEMBLY

1. Position rotor assembly on front end of shaft and FIGURE 13-25.
core assembly. 1. Shaft 3. Slot
Note: Front end of shaft and core assembly has
woodruff key slot in shaft (Figure 13-25).
2. Using six flanged locknuts or self tapping screws,
fasten rotor assembly to shaft and core assembly.
(Loctite should be applied to studs or screws
before installing). Torque flanged locknuts to 45
in. lbs., 5.0 Nm, screws to 65 lb-in, 7.3 Nm.
Note: Center studs or holes of core in the center of slot
in rotor plate.
FRONT HOUSING – ROTOR, SHAFT & CORE

ASSEMBLY
Note: When replacing shaft and core assembly, (using
ring seal) refer to Figure 13-35 before proceeding with
assembly.
1. Support rotor, shaft and core assembly on blocks
with the rear bearing end down.
2. Position bearing in front housing assembly onto
shaft, drive side of housing facing up.
3. Using tool BF4810 press bearing on shaft until
bearing inner race seats on shaft shoulder (Figure
13-26).
FIGURE 13-26.
4. Install tapered retaining ring with tapered side to 1. Arbor Press 2. Tool BF4810
front outer side, in front outer groove of front
housing (1, Figure 13-23).

FRONT HOUSING – STATOR, FIELD COIL & 5. Route the two field leads (white wires) through the
SHELL ASSEMBLY hole in the front housing to the control box. Con-
nect the field leads to the control box terminal
1. Support stator, field coil & shell assembly on
strip; one lead to the “B+” terminal the other lead
blocks, with the six phase leads (black wires) and
to the “F” terminal (Figure 13-28, Figure 13-4).
the two field leads (white wires) pointing up.
Note: Do not allow sleeving on leads to slide down
Note: Care must be used when setting stator, field coil
leads; phase terminal without sleeves can short to front
& shell assembly on blocks that neither the stator
housing.
windings nor the studs are damaged.
2. Set the front housing-rotor, shaft & core assembly

into the stator, field coil & shell assembly (core
goes through the field coil bobbin). Align mount-
ing foot of front housing with mounting foot on
shell (Figure 13-27). As the shell studs come
through the holes in the front housing, guide the
six phase leads (black wires) and two field leads
(white wires) through the large openings in the
front housing (Figure 13-27).
3. Make sure that shell and front housing are seated
together completely.
4. Fasten front housing to shell by installing nine
flanged locknuts on shell studs (apply Loctite to
studs before installing locknuts). Torque flanged
locknuts to 18 in. lbs. (2.0 Nm) maximum.
FIGURE 13-28.
1. Field Leads 2. Phase Leads
6. Using 6 nuts (coat with Loctite) attach the six

phase leads (black wires) to diode studs.
Note: Insulator and washer placed over positive diode
stud before securing phase terminal for positive diode
locations. Refer to Figure 13-29. If insulator or washer
were lost during disassembly, replace before attaching
phase lead.
7. Rotate shaft and make sure rotor does not contact

wires.
8. Coat the six phase terminals and the two field
terminals with RTV Silicone Rubber, type 3141
(flowable type). If control unit assembly requires
a replacement, skip step 9 and proceed to Control
Unit Assembly Replacement.
FIGURE 13-27. 9. Use five screws (coat with Loctite) to attach
1. Mounting Foot 3. Field Leads control box cover to control box. Torque screws
2. Phase Leads 4. Drain Holes to 20 in. lbs. (2.2 Nm).

FIGURE 13-30. CONTROL UNIT ASSEMBLY
1. Ignition (E) (Harness Lead #4)
2. Relay (R)
3. Terminal Block
4. F- (Harness Lead #1)
5. F+ (Harness Lead #3); 10 in. lbs. (1.3 Nm) torque
6. Terminal Block Screw; 30 in. lbs. (3.5 Nm) torque
FIGURE 13-29. 7. Ground Wire from Regulator (Harness Lead #2)
1. Field Leads 2. Phase Leads 24 in. lbs. (2.7 Nm) torque
8. B+ Buss Leads to Rectifier
9. When replacing output stud only; tighten to
CONTROL UNIT ASSEMBLY REPLACEMENT
12-15 ft.lbs. (16-20 N.m) torque, and coat with
Refer to Figures 13-30 and 13-31 for the following epoxy.
steps: 10. Solder here.
11. Apply RTV here.
1. Hold the new regulator connector harness in its
12. Tighten to 180 in.lbs. (20 N.m) torque.
approximate installation position and bend wires
into their proper position.
2. Solder both the regulator connector lead “3”, and
the output lead from “B+” buss, to the terminal
block, “B+” position. (right of center)
3. Position nuts on the terminal block attaching
screws about 2 threads from the tip of the screw.
NOTE: These nuts are used as spacers.
4. Attach the terminal block to the alternator housing.
CAUTION: Thread both screws in evenly so as not
to cock the terminal block. Failure to keep the
terminal block parallel to the housing may break
the terminal block.
FIGURE 13-31.
5. Attach the ground lead from the regulator harness 1. Cover Screws (TOP) 2. Control Unit Screw
(lead “2”) to the housing. Tighten nine screws to 20 in.lbs. (2.3 N.m) torque.
6. Route the regulator harness under “B+” buss
leads. Care should be taken to keep the regulator 7. Position the insulating sleeving over wire termi-
connector flat with “A” pin properly positioned. nals prior to attaching ring terminals to “E” & “R”
NOTE: Wires in steps 7 & 8 should slant away from (or phase terminals) studs.
both “E” & “R” terminals (down and left, as viewed from NOTE: Assembly sequence for “E” & “R” terminal (or
outside). phase terminals) is: insulator-flat washer-terminal-nut.

8. Position the control unit-face plate and attach the NOTE:Align stud or screw holes of core with scribe
regulator harness lead “4” to “E” terminal on the marks on rotor, or center studs or screw holes of core
face plate. in the center of slots in rotor plate as shown in Figure
13-32.
9. Attach the alternator phase lead to “R” terminal
(or phase terminals) on the face plate. 2. Use six flanged locknuts or self tapping screws to
fasten rotor assembly to shaft and core assembly
10. Use RTV #732 on the face of the housing. Use
(Apply loctite to studs before installing locknuts).
Loctite in mounting screw holes for the face plate.
Torque flanged locknuts to 45 in. lbs. (5.0 Nm),
11. Install the face plate onto the housing while sliding screws to 65 in. lbs. (7.3 Nm).
slot in the face plate onto grommet on regulator
harness. Attach the face plate to the housing with END HOUSING ASSEMBLY
4 screws.
1. Stand alternator on front end.Observe extra care
12. Attach “B+” buss leads from rectifier to the back when installing housing if rotor shaft is equipped
of “B+” terminal. with dust cap and ring seal carrier, as ring seal
must compress to enter into housing bore.
13. Position “B+” buss leads from rectifier so that the
leads will not contact inside ends of “E” or “R” NOTE: If shaft has ring seal, rear housing must have
terminals (or phase terminals). chamfer on bearing bore. Studs from stator, field coil
and shell assembly will come through holes in end
14. Attach leads from the field coil to the terminal
housing.
block at “F” and “B+” positions.
2. Ring Seal Conversion
15. Use RTV #732 to reseal the housing where the
The fan and shaft/core assemblies have been
field coil leads enter the housing.
modified to accommodate a new bearing ring seal
16. Use RTV #3140 on inner ends of “R” (or phase design (Figure 13-33). These changes affect al-
terminals) and “E” terminals, on the terminal ternators manufactured after January 1996. The
block, and all exposed wires on inner end of “B+” changes affect the shaft and fan hub diameters
stud to prevent corrosion. on full units and service parts. When new service
parts are used to repair units manufactured be-
17. Apply RTV #732 on the top of the housing.
fore January 1996, the ring seals and lip seals
18. Use five screws (coat with Loctite) to attach must be removed.
control box cover to control box. Tighten screws
to 20 in. lbs. (2.2 Nm) torque.
REAR ROTOR ASSEMBLY

1. Place rotor assembly on shaft and core assembly
inside stator, field coil and shell assembly (Figure
13-32).
FIGURE 13-33.
1. Ring Seal Groove 5. Ring Seal
2. Ring Seal 6. Ring Seal Groove
3. Bearing 7. Fan Mounting Hardware
4. O-Ring 8. Fan Guard Screws
FIGURE 13-32.
1. Studs or Screws

To use new service parts on product manufac- Install New Shaft/core Assembly
tured before the modification date, follow these (Figure 13-35)
instructions:
Remove the ring seal from the new shaft/core
Fan Replacement (Fan with Ring Seal) assembly, if present.Install the shaft/core assem-
bly into the alternator (as directed in this manual).
Remove the fan and rear bearing seal. Remove
the old fan assembly from the alternator.
Note: On older units a puller may be required to
remove the old fan from shaft. Using a pry bar or large
screwdriver, remove the rear bearing seal from end
housing. Do not remove bearing.
Installation Of New Fan On Old Assembly
(Figure 13-34).
Remove the ring seal from the new fan, if pre-
sent.Install the new fan onto the shaft and slide FIGURE 13-35.
into position. Place fan nut and washer onto the 1. Ring Seal Groove 4. Fan Mounting Hardware
shaft and tighten to 55 ft.lbs (75 N.m). 2. Bearing 5. Fan Guard Screws
3. Bearing Seal
END HOUSING ASSEMBLY (CONTINUED)

3. Apply Loctite to studs, then install nine flanged
locknuts on studs.Torque flanged locknuts to 18
in. lbs. (2.0 N.m) maximum.
4. Install cover plate on front housing with six screws.
FIGURE 13-34.
1. Bearing Seal 4. Fan Guard Screws
2. Bearing 5. Fan Mounting Hardware
3. Ring Seal Groove
Shaft/Core Replacement
Remove old shaft/core assembly. Remove the
shaft/core assembly from alternator (as directed
in this publication). Remove the front seal from
the old end housing.
FIGURE 13-36.
1. BF4821 Insertion Tool placed here.

REAR BEARING ASSEMBLY REGULATOR ASSEMBLY
1. Assembly alternator, including end housing, but 1. Set regulator on rear housing with regulator plug
leave out rear bearing and fan. Make sure mount- toward control box.
ing feet are aligned.Install front pulley bushing on
2. Using mounting hardware (coated with Loctite),
shaft.
attach regulator to end housing (Figure 13-38).
2. There are two types of rear bearing systems used: Torque screw to 32 in. lbs. (3.6 N.m) maximum.
press fit and loose fit.
3. Connect regulator to regulator harness from con-
trol unit.
PRESS FIT REAR BEARINGS
Stand alternator on front end, in a press, supporting
the front bearing bushing. Insert bearing over rear end
of shaft. Place bearing insertion tool (part of BF4821
package) over bearing and press until inner race of
bearing is seated onto shaft shoulder (Figure 13-37).
Use caution when bearing outer race begins to enter
end housing bore because misalignment at this point
can damage housing.
FIGURE 13-38.
FIGURE 13-37.
1. Ball Bearing 5. Front Housing
2. Shaft 6. End Housing
3. Support 7. BF4821 Insertion Tool
4. Bushing
LOOSE FIT REAR BEARINGS

Before starting installation of loose fit rear bearings,
check that O-ring is greased (grease with Amoco
Rykon or equivalent) and properly installed in O-ring
groove in housing bore. Continue with bearing instal-
lation as above.
3. Turn shaft by hand to make sure it spins freely.
Fan and fan hardware can now be installed.

FAN ASSEMBLY PULLEY ASSEMBLY
1a. Place fan assembly on shaft (Figure 13-39). NOTE: Do not hold fan to prevent shaft rotation.
Fan damage may result.
Note: If fan hub has ring seals and carrier as ring seal
must compress ring enters housing. 1. Install pulley bushing on shaft.
2. Press Woodruff Key into shaft.
3. Position pulley on shaft.
4. Install pulley nut and hardened washer on shaft.
Place alternator and pulley into vise. With a
15/16” socket on the pulley nut (Figure 13-40).
Torque pulley nut to 120 ft. lbs. (162.7 N.m).
Note: Brass or aluminum jaw protectors must be in-
serted into vise jaws to prevent damage to pulley.
FIGURE 13-39.
1b. When repairing units manufactured before June

1994, the ring seal and contact seal must be
removed before installing the fan (Refer to Figure
13-34).
2. Use hardened washer and locknut to fasten fan
to alternator. Place alternator and pulley into vise.
With a 3/4” socket, tighten fan nut (Figure 13-39).
Torque fan nut to 50 in. lbs. (68 N.m).
Note: Brass or aluminum jaw protectors must be in-
serted into vise jaws to prevent damage to pullley. FIGURE 13-40.

BF4822 STATOR SERVICE TOOL INSTRUCTIONS
Function of Service Tool 8. Lift the top thrust plate up and off the guide pin.
Turn the top thrust plate so that the guide pin does
This tool has been designed to remove and install
not re-enter the slot.Lower the top thrust plate and
stators in alternators. The user of this tool must be
allow it to rest on top of the guide pin.
familiar with basic disassembly and reassembly tech-
niques of dual stator alternators. Proper assembly and 9. Lubricate approximately 1” of the jack screw
use of this tool will result in correct placement of stators where it enters the pressure plate with white lube
inside the shell (indexing of stator, with respect to or a wheel bearing type of grease. Also place a
stator leads). Read through these instructions to dab of this grease on both sides of the thrust
familiarize yourself with the names of various tool washer that is placed under the hex head of the
components prior to attempting stator removal or jack screw.
installation.
10. Position the stator leads so that they will not snag
on the pressure plate when the pressure plate is
STATOR REMOVAL AND REPLACEMENT
being inserted into, then through, the stator. Bend
Shell Assembly Preparation (Refer to Figure 13-41) the stator leads over the top of the support ring
(this will help to eliminate interference).
The field coil and shell studs must be removed from
the shell assembly before a stator can be removed. 11. Wrap a clean shop towel around the jack screw
and lift the pressure plate/jack screw/top thrust
REMINDER: A narrow, 1 – 3” wide, support ring is in
plate assembly. Insert the pressure plate into and
the tool package (not pictured). This ring is used when
through the top stator assembly. Position the
necessary, to provide additional tool height to prevent
pressure plate in the space between the two
the jack screw from protruding through the bottom
stators, where the field coil had been. Turn the
thrust plate and preventing proper tool use.
pressure plate to align the poles of the pressure
1. Position the bottom thrust plate in work area. plate with the poles of the stator. This is easily
done by grasping both the jack screw and guide
2. Place the first support ring on the bottom thrust
pin and twisting. The pressure plate will then
plate.Make sure the support ring seats in the
rotate. Before releasing the assembly, make sure
mating groove in the bottom thrust plate.
the top thrust plate will once again rest on the end
3. Place the shell assembly on the support ring with of the guide pin, not the support ring.
the stator to be removed, facing up.
12. Position the stator leads inside the support ring.
4. Place the second support ring on top of the shell Firmly grab the top thrust plate at the outer edge,
assembly.Reach inside the support ring and po- twist slightly until the guide pin enters the curved
sition the stator leads inside and away from the slot. Lower the top thrust plate onto the support
top of the shell assembly. ring. The top of the support ring should enter the
mating groove in the top thrust plate.
Pressure Plate Set-up (Refer to Figure 13-42)
13. Thread the jack screw in, until the head of the jack
5. Thread the 3/8” diameter guide pin into the pres- screw contacts the top thrust plate.
sure plate, from the hub side of the pressure plate.
14. Look through the large diameter holes (torque arm
The threaded hub on the pressure plate faces up,
holes) in the thrust plate to confirm the proper
toward the top thrust plate.
seating of the pressure plate steps against the
6. Lay the top thrust plate on the pressure plate as stator. Adjust the pressure plate as necessary.
you pass the guide pin through the curved slot in
NOTE: The pressure plate is properly seated when the
the top thrust plate.
outer edge of the pressure plate presses against the
7. After properly placing the thrust washer (not field coil mounting tabs on the stator. Make sure that
shown on drawing) on the jack screw, insert the ALL field coil mounting tabs are in contact with the
jack screw through the top thrust plate and thread pressure plate.
the jack screw into the pressure plate about 1”.
15. Continue threading the jack screw in, until signifi-
cant resistance is felt. Check position of the pres-
sure plate again.

16. If the tool assembly attempts to rotate after sig- 5. Position the shell assembly on the support ring.
nificant resistance is felt, insert torque arm into Shell bore to receive new stator must be facing
the large diameter holes in top thrust plate and down.
use torque arm to prevent tool assembly from
6. Insert 3/8” diameter locating pin, from outside of
rotating. Continue threading jack screw in until
shell, into and through, center drain hole in the
stator is removed from shell, observe caution
shell assembly. Pass locating pin through shell
below.
assembly and into correct hole in locating rod.
CAUTION:The movement of the stator should be The locating pin must be in both shell and locating
checked often during stator removal process. Use rod to maintain stator alignment during stator
the exposed portion of the guide pin as an indica- installation.
tor of stator movement. Tension on the removal
7. Place second support ring on shell/stator assem-
tool will abruptly cease when the stator is free of
bly.
the shell. The service technician may be startled
by this abrupt looseness, exposing the technician
to potential injury. Keep the stator service tool verti-
cal. Do not use the tool laying on its side.
STATOR INSTALLATION (Refer to Figure 13-41)

Shell Assembly Preparation
The bore that is to receive the new stator should be
clean and free from burrs.
1. Position the bottom thrust plate in the work area.
2. Place the pressure plate, threaded hub facing
down, on the bottom thrust plate. Align the
smooth bored hole in the pressure plate with the
keyed hole in the bottom thrust plate. Insert the
correct length locating rod through the pressure
plate and into the bottom thrust plate.
NOTE: The correct length locating rod is a rod that has
a hole that will allow the locating pin to pass through
both the locating rod and shell drain hole.
3. Place new stator on the stator indexing pins on
the bottom thrust plate.
NOTE:Proper placement of the stator is achieved
when the single stator lead aligns with a stator slot next
to the other stator’s single lead. The finished shell
assembly will have a slot arrangement of two leads-
space, two leads-space, two leads-space.
The front stator is placed on the stator indexing
pins with the leads pointing down. FIGURE 13-41.
1. Bottom Thrust Plate 5. Locating Rod (long)
The rear stator is placed on stator indexing pins
2. Stator Indexing Pins 6. . Locating Pin
with leads pointing up.
3. Guide Pin 7. Locating Rod (short)
Position the stator leads so they will not be dam- 4. Jack Screw 8. Pressure Plate
aged during stator installation.
4. Place a support ring on the bottom thrust plate.
Make sure the support ring is seated in the mating
groove in the bottom thrust plate.

PRESSURE PLATE SET UP
(Refer to Figure 13-42)
8. Place thrust washer on jack screw. Lube the jack
screw for 1”, about 1” from the tip of the jack
screw. Lubricate approximately 1” of the jack
screw where it enters the pressure plate with
white lube or a wheel bearing type of grease. Also
place a dab of this grease on both sides of the
thrust washer that is placed under the hex head
of the jack screw.
Insert the jack screw through the top thrust plate.
Screw jack screw into the pressure plate about 5
turns. Place a dab of lube on both sides of the
thrust washer under hex head of the jack screw.
Screw jack screw into the pressure plate until
contact is make between head of the jack screw
and top thrust plate.
9. Continue threading the jack screw in, until stator
contacts shell/shell assembly. Measure from top
of locating pin to the top of the top thrust plate.
Record this measurement as starting pont to be
used later.
10. Check the position of stator leads by looking
through the large torque arm holes in the top
thrust plate. Turn jack screw until significant re- FIGURE 13-42.
sistance is encountered. 1. Top Thrust Plate 5. bottom Thrust Plate
NOTE:If the tool assembly starts to rotate, insert 2. Support Ring 6. Torque Arm
torque arm into holes in the top thrust plate for addi- 3. Stator & Shell Assy. 7. Front Stator
tional leverage. 4. Support Ring 8. Rear Stator
11. Check the distance the stator has been inserted

into the shell by measuring from the top of the
locating pin to the top of the top thrust plate (first
measurement taken in step 9, above).
This measurement should increase, which indi-
cates the stator is entering the shell.
12. After the stator has been properly seated, disas-
semble the tool. Pull the stator leads through the
correct slots. Continue with the alternator assem-
bly as per instructions in this manual.

PAYLOAD METER II
ON BOARD WEIGHING SYSTEM (OBWS)
INDEX
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3
LIGHTS, SWITCHES, and COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Basic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Calculation of the Calibration Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Cycle data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Using the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Viewing the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-13
Checking the Service Check Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Setting "UP:00". . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Setting "PL:00" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Checking the Gt Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-14
Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-15
Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-15
DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-16
SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Setting the Speed Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Setting the Option Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Setting The Machine I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-17
Setting The Operator I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
Setting The Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
M20007 10/00 Payload Meter II M20-1

DOWNLOAD OF PAYLOAD AND FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18
DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19
CHARTS OF ERROR CODES AND OTHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20 & 21
SERVICE CHECK MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22
Monitoring Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22
UP Factor - Payload Calculation Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
PL Mode - Load Calculation Timing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
FINAL GEAR RATIO SELECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
BATTERY REPLACEMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Replacing the Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
SUSPENSION PRESSURE SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
SCOREBOARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Making Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Normal Operation of the Scoreboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
PAYLOAD METER BACK PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Connections (AMP Pin Identification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
PAYLOAD METER II RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
M20-2 Payload Meter II M20007 10/00

PAYLOAD METER II
ON BOARD WEIGHING SYSTEM (OBWS)
GENERAL INFORMATION The payload meter stores in memory various operating
data. This data includes:
The Payload Meter II On Board Weighing System
displays and records the payload weight along with 1) The payload, time, distance, and travel speed for
other operating information. The system consists of a each cycle.
payload meter, pressure sensors, deck mounted lights 2) The date and time that the engine was started and
and an inclinometer. stopped.
The payload meter (Figure 20-1) uses the four suspen- 3) The date and time of each fault that occurred or
sion pressures and an inclinometer to determine the was canceled.
load in the truck. The payload weight can be displayed
in short tons or metric tons. 4) The total payload and the overall number of cycles
for a specific time period.
There are three external deck-mounted lights on each
side of the truck. The lights indicate payload weight This data is retained even when the power is switched
divided into three separate stages. A forecast feature off. The stored data is backed up by an internal battery.
will flash a deck mounted light predicting the payload The data can be down loaded from the payload meter
weight if the next bucket of material is dropped into the to a personal computer when a communication cable
body. is connected to the port inside the cab.
FIGURE 20-1. PAYLOAD METER II

1. Display panel 7. Total/shift switch [TOTAL] [SFT]
2. Reception pilot lamp (Rx busy) 8. Light/increment switch [LIGHT] [INC]
3. Transmission pilot lamp (Tx busy) 9. Memory card
4. Memory card access lamp (CARD busy) 10. Cover
5. Mode switch [MODE] 11. Diagnostic/Download Port
6. Calibration/clear switch [CAL] [CLR]
WARNING - When not inserting or removing memory card (9), always keep the cover (10) closed)

LIGHTS, SWITCHES, and COMPONENTS
On The Face Of The Payload Meter
(Refer to Figure 20-1)
1. Display Panel 7. Total/Shift Switch
Digital display area for the data being recorded in Used to display payload and overall number of
memory. This will include items such as: cycles each time the load is dumped. Will display
Payload the error codes. This switch is also used with the
CALIBRATION/CLEAR switch to clear total pay-
Date & Time
load and overall number of cycles.
Cycles
8. Light/Increment Switch
Travel Distance
Used to change the digital increments or units for
Fault Codes and Warnings the various displays. Also used to adjust the
2. Reception Pilot Lamp (Rx Busy) brightness of the lights on the monitor display.
This light will illuminate for 3 seconds when the 9. Memory Card
system is powered up. It will then be lit whenever Used to receive data from the payload meter
the computer is communicating. memory to this card which can then be used to
3. Transmission Pilot Lamp (Tx Busy) transfer the data into a personal computer. This
enables the memory to be downloaded and saved
This light will illuminate for 3 seconds when the
when a personal computer is not available.
system is powered up. It will then be lit whenever
the memory is being downloaded to a personal 10. Cover
computer. Protective cover for the Memory Card. Do not
4. Memory Card Access Lamp (CARD Busy) open or place foreign objects in slot.
This light will illuminate for 3 seconds when the 11. Diagnostic/Download Port
system is powered up. It will also be lit whenever Connector port that is used for downloading the
the memory data is being downloaded to the memory data to a personal computer.
memory card.
5. Mode Switch
This switch is used to select the mode or system
that will allow a function to be performed.
This may include:
Various settings or corrections to the display
Memory card downloading
Clearing data
Display of Abnormalities or Warnings
Setting the speed limit
Setting the date and time
6. Calibration/Clear Switch
Used to calibrate the machine when the condi-
tions regulate this action.
Also used with the TOTAL/SFT switch to clear
total payload and overall number of cycles.

TIPS FOR OPERATION EXTERNAL DISPLAY LIGHTS
To assure that the On Board Weighing System records The Payload Meter II controls three light relays. The
the most accurate and consistent data, these impor- relays operate three deck mounted lights on each side
tant steps should be followed: of the truck. There is one green light, one amber light,
and one red light. (Figure 20-3)
* For most Komatsu Trucks:
Use only the Brake Lock switch to hold the truck While the truck is stopped being loaded and the hoist
stationary at the loading and dumping area. lever is in the float position, the appropriate lights will
For 330M Trucks ONLY: remain on according to the following schedule:
Use the Park Brake switch to hold the truck
stationary at the loading and dumping area.
Any other method will not allow the payload sys-
tem to register properly.
* Do not activate the “Lamp Test” switch during
loading. Inaccurate and inconsistent data may be
stored.
* At the loading area do not release the Brake Lock
(or Park Brake switch) until the loading is com-
plete and the load shock from the last load
dumped has settled.
* The loading area surface must be maintained as
flat and level as possible. The On Board Weighing
FIGURE 20-2. LOAD INDICATOR LIGHTS
System can compensate for slight variations in
grade and unevenness, but ruts, berms, rocks,
INDICATOR LIGHTS PAYLOAD WEIGHT
etc. will cause the system to record inaccurate
and inconsistent data. Off Off Green 50% and Greater
Off Amber Green 90% and Greater
* Regularly remove “carryback” from the dump body.
RED Amber Green 105% and Greater
* Calibrate periodically.
The shovel or loader operator can predict the payload

weight by observing these lights. During the loading
operation, a forecast feature flashes a deck mounted
light predicting the payload weight after the next bucket
of material is loaded into the body.
The logic is as follows:
1. If the measured payload is varying 3% or less of
the rated load for more than 3 seconds, the
current load is deemed a steady value.
2. If the difference between the previous steady
value and the current steady value is greater than
15% of the rated load, the difference is taken to
be the size of the current bucket.
3. The average size of previous buckets is added to
the current load. One of the deck mounted lights
will turn on, if another “average” size load is put
in the body, and will blink at one second intervals.

THEORY OF OPERATION Linkage Factor
The linkage factor is part of the complex calculations
Basic Description performed by the payload meter to determine the load
The payload meter uses the four suspension pres- in the truck. The linkage factor is dependent on the load
sures and the inclinometer to determine the load in the on the rear suspensions.
truck. These inputs are critical to the calculation of the Figure 20-3 shows the side view of a truck. The nose
load. The other inputs to the payload meter (Body Up, pin is marked with a star and there are three arrows
Speed, Brake Lock, Alternator R Terminal, and Engine pointing to different spots of the rear tire. This figure
Oil Pressure) are used to indicate where the truck is in shows how the support under the rear tire can affect
the haul cycle. These inputs enable the payload meter the calculation of the load. The payload meter does not
to make time and distance measurements for the haul directly measure the load transferred to the frame
cycle. through the nose pin. To account for portion of the load
The suspension pressures are the key ingredients in carried by the nose pin, the linkage factor is multiplied
determining the sprung weight of the truck. These by the rear suspension force. It is assumed that the
pressures are converted into forces using the formulas truck is supported under the center of the tire. In this
shown below. These forces are combined with the case the payload meter uses L2 to help compute the
geometry of the truck to produce the load calculation. linkage factor. If, however, the truck is backed into a
It is critical that the suspension pressure sensors are berm and the rear tire is supported towards the back
functioning properly. of the tire, the actual linkage factor calculation should
use L3. Since the payload meter assumes L2 it will
overestimate the load in the truck. The opposite is true
in the case where the rear tires are supported toward
the front of the tire. The linkage factor should use L1
π 2
Sprung Weight =
4
Suspension Diameter (Psi Left + Psi Right) but the payload meter assumes L2. This change in
leverage will cause the payload meter to underesti-
Sprung Weight = Axle Weight(lbs)/2000 mate the load.
The inclinometer gives the payload meter information

regarding the pitch angle of the truck. The front and
rear incline factors are determined by the pitch angle.
These two factors account for the load transfer that
occurs when the truck is inclined nose up or nose
down.
Figure 20-3.

Brake Lock Typical Data From Service Check Mode
The Brake Lock only applies the rear brakes. This
Number Data Description
allows the front wheels to rotate slightly as the truck is
being loaded. This is important because the payload 1 13:09 Current Time
meter assumes that the front wheels can rotate freely. 2 749.4 Front Left Pressure (Psi)
As the truck is being loaded, it will begin to squat down 3 848.9 Front Right Pressure (Psi)
on the suspensions. This will change the wheel base
4 863.2 Rear Left Pressure (Psi)
dimension of the truck. This freedom of movement
prevents additional binding and friction in the front 5 1049.0 Rear Right Pressure (Psi)
suspensions. 6 106.0 Front Weight (Tons)
The incline of the grade on which the truck is loading 7 75.1 Rear Weight (Tons)
is measured by the inclinometer. This helps determine 8 -1.85 Inclinometer (Degrees)
the incline factors that are applied to the front and rear 9 0.95 Incline Factor - Front Wheels
sprung weights. The tire forces on the road surface that
10 0.984 Incline Factor - Rear Wheels
hold the truck on grade affect the suspension pres-
sures. If the front and rear brakes are locked, the effect 11 1 Link Factor - Front Wheels
on the suspension pressures cannot be determined. 12 1.539 Link Factor - Rear Wheels
If only the rear brakes are applied the effect is predict- 13 70.6 Calibration Sprung Weight (Tons)
able and the incline factors accurately account for the
14 1.000 Gain Adjustment
forces on the tires.
15 143.8 Current Load (Tons)
If the service brake or park brake is used and depend-
16 3.9 Battery Backup Voltage (Volts)
ing on the incline and other factors, the payload meter
can overestimate or underestimate the load. It is im-
Figure 20-4.
portant that only the Brake Lock be used while
loading the truck. A sample data set is shown in Figure 20-4. This data
was taken in the laboratory and is used in Figure 20-5
Sources of Error to calculate the final load. Note that the front suspen-
sion pressures were converted into the front sprung
Suspensions weight using the formulas above Figure 20-5. The front
sprung weight is then multiplied by the front incline
Poorly charged suspensions can lead to systematic factor and the front linkage factor. The same is done
error in the calculation of payload. The error is most with the rear sprung weight. The front and rear sprung
obvious when the oil level is low. When there is too weights are then summed. This number is multiplied
little oil in the suspensions, the cylinder may compress by the Gt gain potentiometer value. This value should
completely under load. The weight of the truck will be be 1.000. The calibration load is subtracted from the
carried by the metal to metal contact within the sus- total to produce the final load. The load displayed on
pension. Not only will the ride of the truck and the life the meter is this final load (item #15) multiplied by the
of the tires be affected, but the pressure in the cylinder UP gain factor.
will not truly represent the load on the truck. In the
under-charged condition the payload meter will typi- Note - This screen is the only place that the value of
cally weigh light and under report the load. the Gt gain potentiometer can be checked. THIS GAIN
SHOULD BE SET TO 1.000. ANY OTHER SETTING
CAN PRODUCE SYSTEMATIC ERRORS IN THE
PAYLOAD MEASUREMENT.
Note - There are two gain factors that can be applied
to the payload measurement. The first is the Gt gain
factor and the other is the UP gain factor. They are not
applied uniformly to all payload calculations. Both gain
factors should be set to 1.000. See the warning on
page 16 for more information.
If the Gt gain factor displayed in the Service Check
Mode is not 1.000, adjust the gain to exactly 1.000.

In order to adjust this gain: Calculation of the Calibration Load
1. Start with the payload meter in normal operation This procedure is similar to the manual calculation of
mode. load. This calibration load is used as item #13 from the
manual calculation procedure.
2. Adjust the gain pot, left to reduce the value and
right to increase the value. 1. Press and hold the LIGHT/INC and
MODE switches until "CHEC" is flash-
3. Press and hold the LIGHT/INC and ing on the display.
MODE switches until "CHEC" is
flashing on the meter. 2. Press and hold the CAL/CLR switch
until "CALL0" is flashing on the display.
4. Press and hold the LIGHT/INC
switch until "ALL0" is flashing on 3. Press the CAL/CLR switch to cycle through the
the display. "A.FUL" may also be displayed. following data. The sequence repeats.
5. Press the LIGHT/INC switch14 times. The number
displayed will be the current Gt gain. This is not a
"live" reading. Any time the potentiometer is Item and Description Units
changed, this cycle must be repeated to view the 1. Year of Calibration Last 2 digits of year
change.
2. Month:Day of Calibration XX:XX
6. Press MODE once and "CHEC" will 3. Hour:Minute of Calibration XX:XX
flash on the display. 4. Truck Model Setting
5. Pressure Front Left Psi
7. Press MODE once and the meter will return to
normal operation. 6. Pressure Front Right Psi
7. Pressure Rear Left Psi
These calculations used a 13" front suspension diame-
ter and 10" rear suspension diameter. 8. Pressure Rear Right Psi
π 2
9. Front Sprung Weight Tons
Sprung Weight = Suspension Diameter (Psi Left + Psi Right)
4 10. Rear Sprung Weight Tons
Sprung Weight = Axle Weight(lbs)/2000 11. Degree of Incline ±° Nose Up Positive
Example Calculation of Payload 12. Incline Factor - Front Axle
13. Incline Factor - Rear Axle
Front Weight (6) 106.00 Rear Weight(7) 75.10 14. Link Factor Front Axle
X Incline Factor (9) 0.95 X Incline Factor (10) 0.98 15.Link Factor Rear Axle
100.70 73.90 16. Calibration Weight Tons
X Link Factor (11) 1.00 X Link Factor (12) 1.53
Front Weight 100.70 Rear Weight 113.70
4. Press MODE once and "CHEC" will

Front Weight 100.70 flash on the display.
Rear Weight 113.70
Total Weight 214.40 5. Press MODE once and the meter will return to
normal operation.
XGain Factor (14) 1.00
214.40
- Calibration (13) -70.60
Current Load(15) 143.80
Figure 20-5.

TYPES OF DATA STORED
Cycle Data
One cycle is considered to be from the point where a load is dumped to the point where the next load is dumped.
Data between these two points is recorded in memory. Examples of the data are shown below. The maximum
number of cycles that can be stored in memory is 2900 cycles.
ITEM UNIT RANGE REMARKS

Advances by one each time the
Engine Operation Number Number 1 - 65535
engine is started.
Month Month 1 - 12
Day Day 1 - 31
These values are stored when the
Time Hour Hour 24 Hour Clock
load is dumped.
Time Minute Minute 1 - 59
Metric tons
Payload 0 - 6553.5
Short tons
Travel Time When Empty Minute 0 - 6553.5
Travel Distance When Empty Miles/Km 0 - 25.5
Maximum Travel Speed When Empty Mph/Kmh 0 - 99
Average Travel Speed When Empty Mph/Kmh 0 - 99
Time Stopped When Empty Minute 0 - 6553.5
Time Stopped During Loading Minute 0 - 6553.5
Travel Time When Loaded Minute 0 - 6553.5
Travel Distance When Loaded Miles/Km 0 - 25.5
Maximum Travel Speed When Loaded Mph/Kmh 0 - 99
Average Travel Speed When Loaded Mph/Kmh 0 - 99
Time Stopped When Loaded Minute 0 - 6553.5
Dumping Time Minute 0 - 6553.5
Speed Limit Mph/Kmh 0 - 99
Warnings For Each Cycle The fault codes that occur during each cycle

Engine ON/OFF Data
When the engine is started or stopped, the following data is recorded.

Advances by one each time the
Engine Operation Number Number 1 - 65535
engine is started.
Last Two Digits Of The Year Year 0 - 99
Month Month 1 - 12
Indicates when the engine was
Day Day 1 - 31 started.
Last Two Digits Of The Year Year 0 - 99
Month Month 1 - 12
Indicates when the engine was
Day Day 1 - 31 shut off.
Total payload from the time when
Metric tons
Total Payload 0 - 999900.0 the engine was started until the
Short tons
time the engine was shut off.
Totals for the time that the engine
Total Number Of Cycles Number 0 - 9999
was running.
The engine operation numbers are included in the fault and warning data.
Fault Codes and Warning Data

Displayed by a combination of letters and numbers representing a specific
Error Code
error code.
Engine Operation Number Every time the engine is started
Number 1 - 65535
At Time Of Occurrence the number advances by one.
Number Of Times Of Occurrence Since
Number 1 - 255
The Engine Was Switched ON
Last Two Digits Of Year Year 0 - 99
Month Month 1 - 12
Day Day 1 -31

Engine Operation

Every time the engine is started
Number when Canceled Number 1 - 65535
the number advances by one.
Month Month 1 - 12
Day Day 1 - 31
NOTE: If the engine operation number is a 0, this indicates that the problem occurred or was canceled (depends on
the operation that was performed) when the key switch was in the ON position and the engine was not running.
Total Payload and Total Number of Cycles

The total payload and overall number of cycles can be displayed using the forced display operation. Both values
start from a zero point whenever the memory has been cleared. The payload total is automatically displayed when
the load is dumped.

Metric Tons The total payload since the unit
Total Payload 0 - 999900.0
Short Tons was cleared.
The number of cycles since the
Total Number Of Cycles Digital Number 0 - 9999
unit was cleared.
Month Month 1 - 12
Date and time the unit was
Day Day 1 - 31 cleared.
Other Data
CONTENT ITEM UNIT RANGE REMARKS
Set Up Data That The Speed Limit Km/MPH 0 - 99
Operator Can Check Option Code Digital Number 0 - 13 Communication Mode
Year Year 0 - 99
Month Month 1 - 12
Calibration Data Day Day 1 - 31 Date and time when calibrated.
Hour Hour 24 Hour Clock
Minute Minute 0 - 59

OPERATOR FUNCTIONS Clearing the Operator Load Counter
1. Press the TOTAL/SFT switch once. The number
Using the Operator Load Counter displayed is the total tons hauled since the last
time the counter was cleared. The total is dis-
Description played in hundreds of tons.
The Payload Meter makes available to the operator a
Total Load Counter and Haul Cycle Counter. This
allows each operator to track the tons hauled during 2. Press and hold the CAL/CLR switch until the
their shift. The total is displayed in hundreds of tons. display flashes.
For example, if 223 is displayed, this means that
22,300 tons have been hauled since the last time the
cycle counter was cleared. 3. Press the CAL/CLR switch until "0000" is dis-
played. After 2 seconds the meter will return to
This memory location is separate from the main pay- normal operation.
load data storage. This memory is not cleared when
the Data All Clear Operation is performed. Clearing Clearing this memory does not affect the main pay-
this memory does not affect the main payload data load data storage.
storage.
Viewing the Operator Load Counter Dimming the Lights on the Display
1. Press the TOTAL/SFT switch once. There are a total of 10 brightness levels on the PLM
If there is a fault code present at this time: display.
2. The error code for that problem will be displayed.
This will be a flashing display. From the normal operation display:
3. Press the TOTAL/SFT switch again. If additional 1. Press the LIGHT/INC switch. The lighting will
faults or warnings exist, that fault code will be become one level dimmer. This will continue until
displayed as a flashing code. the lighting has reached its lowest level.
4. Repeat step #3 until no fault codes are displayed. 2. After reaching the lowest level, the display will
":" will show when no additional faults exist. The return to the brightest setting.
display will then show total tons hauled since the
last time the counter was cleared. The total is If the switch is held in the depressed position, the
displayed in hundreds of tons. brightness will change continuously.
5. Press the TOTAL/SFT switch again. The number
displayed is the number of haul cycles since the
last time the cycle counter was cleared.
6. Press the TOTAL/SFT switch again. ":" is dis-
played for 2 seconds before the display returns to
normal operations.

INITIAL SETUP OF PAYLOAD METER There are nine switches located behind the panel on
the left side of the payload meter. Figure 20-8 shows
There are several things that must be checked and the switch numbers. The following switch positions
programmed when a Payload Meter is first installed. should be confirmed before the meter is installed.
1. Check the Switch Settings on the side of the
Switch Position
meter.
1 Gt Gain - Do Not Adjust
2. Check the Operator Check Mode settings
B Buzzer Volume - Do not Adjust
3. Check the Service Check Mode settings 2 7
4. Calibrate the clean truck. 3 7
The next few pages show the steps required to perform 4* 4 - 685E
these checks. Only after all of these steps have been 5 - 630E
performed can the payload meter be released for B - 730E
service.
C - 930E
D - 530M
E - 330M
Switch Settings
F - 830E
5 DOWN
6 DOWN
7 DOWN - SHORT TONS
UP - METRIC TONS
8 UP
* Set switch 4 for the appropriate model.
Checking the Operator Check Mode

The Operator Check Mode is used to check and
change several settings. These should be checked
before the payload meter is put into service.
1. Press and hold the MODE
switch. The display will show.
2. Press the MODE switch once.

The display will show.
Refer to "Data All Clear" on Page 17 to clear the
haul cycle data.

Refer to "Display of Fault Codes" on Page 19 for
Figure 20-6. viewing fault codes.

This is the truck ID number. Refer to "Setting The
Machine ID" on Page 18 to change Machine ID.

5. Press the MODE switch once.The Setting "PL:00"
display will show. Refer to "Setting
1. Press and hold the LIGHT/INC and MODE
The Operator ID" on Page 18 to change operator.
switches. The display will show.
6. Press the MODE switch once. The
display will show."SP:62" should be
2. Press and hold the LIGHT/INC and TOTAL/SFT
displayed. The speed limit should
switches.
be set to 62 to avoid unnecessary faults and
warnings. Refer to "Setting The Speed Limit" on
Page 17 to make adjustments.
3. Press the CAL/CLR switch once.
7. Press the MODE switch once. The display will show.
The display will show. Refer to
"Setting The Option Code" on 4. Press the CAL/CLR switch once.
Page 17 to change the option. The display will show.
5. Press the LIGHT/INC switch until
The current time should be dis-
" P L : 0 0" i s di s p l ay e d. ONLY
played with the minutes flashing.
"PL:00" IS RECOMMENDED.
Refer to "Setting The Time And Date" on Page 18
to change the time and date.
6. Press the MODE switch.
9. Push the MODE switch to return to normal opera-
tion.
7. Press MODE and the meter will return to normal
Checking the Service Check Mode operation.
Checking the GT setting

The Gt value must be set = 1.000. Refer to "Calculation
Refer to Pages 23 and 24 for additional information Method" on Page 8 for display and adjustment infor-
on UP Factor and PL Modeprior to setting these mation.
values.
Checking the Inclinometer Settings
Setting "UP:00"
Refer to "Calculation Method" for instructions to dis-
1. Press and hold the LIGHT/INC and play truck pitch angle. With truck on level ground,
MODE switches. The display will properly charged suspensions, and empty the display
show. should indicate 0.0± 1.0. Remember this is not a live
display. After adjustment, Service Check Mode must
2. Press and hold the LIGHT/INC and be entered again to obtain a new reading.
TOTAL/SFT switches. The display
will show. An alternative method is to use a Personal Computer
running the Komatsu Payload Download Program for
3. Press the CAL/CLR switch once. windows. The "Monitor Pressures" section of the pro-
The display will show. gram displays live inclinometer data. The inclinometer
can be loosened and adjusted until the live display
4. Press the LIGHT/INC switch until shows 0.0± 1.0 degrees with the truck on level ground,
"UP: 0" is displayed. ONLY "UP: properly charged suspensions, and empty.
0" IS RECOMMENDED.
Another method is to use a voltmeter to read the
voltage output of the inclinometer. With the truck on
5. Press MODE. The display will
level ground, properly charged suspensions, and
show.
empty, the output voltage should be 2.6± .1 volts.
6. Press MODE and the meter will return to normal
operation.

Calibrating a Truck
The payload meter should be calibrated whenever one
of the following occurs:
1. When a new payload meter is installed.
2. When a suspension sensor has been changed.
3. Whenever the suspensions have been serviced
or the Nitrogen levels have changed.
4. Once a month thereafter.
To calibrate the payload meter:
1. With the engine running and the truck stopped,
press and hold the CAL/CLR switch until "CAL" is
flashing on the display.
2. Drive the truck until the speed is approximately
6-10 MPH (10-15 Km/H)
3. Press the CAL/CLR switch once.
4. Drive until the display switches back to the time
of day. This will take up to 30 seconds.
5. The payload meter is now calibrated and ready
for normal operation.
Carry out this operation on flat level ground.

Travel in a straight line.
Maintain a steady speed, 6-10 MPH (10-15 Km/H)

DISPLAYS AT START-UP 7. The display will show:
POWER ON: This display indicates the Machine ID code where

“xxx” indicates a value between 0 and 200.
ALL external display lamps (Figure 20-2) will come on
and stay on for approximately 27 seconds during the
8. The display will show:
“Power-up Process”.
The “Power-up Process” will display the PLM settings. This display indicates the Operator ID code where
Each display will occur for approximately 3 seconds: “xxx” indicates a value between 0 and 200.

1. The display will show: This display indicates the Speed Limit setting
In addition, a buzzer will sound and the following where “xx” indicates a value between 0 and 99
lamps will light for 3 seconds: km/h.
•Reception Pilot Lamp (2, Figure 20-1) 10. The display will show:
•Transmission Pilot Lamp (3, Figure 20-1)
This display indicates the Option code setting.
•Memory Card Pilot Lamp (4, Figure 20-1)
Refer to “Operator Check Mode, Setting the Op-
2. The display will show: tion Code” and to “Method of Operation” for more
information on this function.
The “xx” indicates the Truck Model. Refer to
"Initial Setup of Payload Meter" for code defini-
tions.

This display indicates the status of
the Memory Card where: NORMAL OPERATION
“Cd : - -” indicates Card Not Used, and If the truck engine is started before the preceding
“Cd : oo” indicates Card Is Used. “Power-up Process” is completed, the display will shift
4. The display will show: to normal operation.
This display indicates the status of
the Inclinometer for the PLM,
where If the engine is running when the payload meter starts
up, only "o:XXX" and "d:XXX" will display before
“CL : - -” indicates Inclinometer Not Used, and switching to normal operations.
“CL : oo” indicates Inclinometer Is Used.

This display indicates method of
measurement where:
"US : - -" indicates METRIC Tons.

"US : oo" indicates U.S. Tons.

This function is not used.
"SU : - -" indicates Switch 8 is up.
"SU : oo" indicates Switch 8 is down.

SETUP AND MAINTENANCE 7. Press the LIGHT/INC switch to change the “tens
digit” to the desired number.
8.Press the MODE switch to return to normal opera-
Speed Limit tion.
A warning can be displayed if the machine exceeds a 9. The Option Code selects the PLM communication
preset speed. mode as follows:
The available range is: 10 - 99 km/h (6 - 62 mph). It is
recommended to set the speed limit to 99 km/h (62 Option
mph). COMMUNICATION MODE
Code
Setting The Speed Limit 0 Stand Alone

10 PMC Mode (530M only)
1. Press and hold the MODE switch
until "Cd:dP" is flashing. Modular Mining Mode, Scoreboard
12
and User Data Commmunication Mode
The display will show:
NOTES:
3. Press the MODE switch once. 1. The Option Code is set to “0" for trucks not
The display will show: equipped with Modular Mining System (MMS)
(Except 530M).
4. Press the MODE switch repeatedly
until "SP.XX" is displayed. 2. The 530M with Powertrain Management Control
(PMC) system uses “10" as the setting for the
5. Press the LIGHT/INC switch to change the “unit Option Code.
digit” to the desired number. 3. For trucks with Modular Mining System (MMS) or
6. Press the TOTAL/SFT switch Scoreboard, the Option Code is “12".
and the display will then indicate:
Setting The Machine I.D. Code
7. Press the LIGHT/INC switch to change the “tens 1. Press and hold the MODE switch
digit” to the desired number. until "Cd:dP" is displayed.
8.Press the MODE switch to return to normal opera-
tion. 2. Press the MODE switch once.
Setting the Option Code
1. Press and hold the MODE switch The display will show:
until "Cd:dP" is displayed.
2. Press the MODE switch once. "d.XXX" is displayed.
5. Press the LIGHT/INC switch to change the last
3. Press the MODE switch once. digit to the desired number.
The display will show: 6. Press the TOTAL/SFT switch
and the display will show:
4. Press the MODE switch repeatedly
until "OP.XX" is displayed. 7. Press the LIGHT/INC switch to change the middle
digit to the desired number.
5. Press the LIGHT/INC switch to change the “unit
digit” to the desired number. 8. Press the TOTAL/SFT switch
and the display will show:
6. Press the TOTAL/SFT switch
and the display will then indicate:

9. Press the LIGHT/INC switch to change the first 7. Press the LIGHT/INC switch to change the hours.
digit to the desired number. The clock is a 24 hour clock.
10. Press the MODE switch to return to normal op- 8. Press the TOTAL/SFT switch and
eration. the display will then indicate:
Setting The Operator I.D. Code 9. Press the LIGHT/INC switch to change the day.
1. Press and hold the MODE switch 10. Press the TOTAL/SFT switch and
until "Cd:dP" is displayed. the display will then indicate:
2. Press the MODE switch once. The 11. Press the LIGHT/INC switch to change the month.
display will show:
12. Press the TOTAL/SFT switch and
the display will then indicate:
display will show:
13. Press the LIGHT/INC switch to change the year.
4. Press the MODE switch repeatedly 14.Press the MODE switch to return to normal opera-
until "o.XXX" is displayed. tion.
5. Press the LIGHT/INC switch to change the last DOWNLOAD OF INFORMATION

digit to the desired number.
Payload information and fault codes recorded should
6. Press the TOTAL/SFT switch and be downloaded to a personal computer on a regular
the display will then indicate: basis. The software required is available under part
number AK4094. Detailed instructions for installing the
7. Press the LIGHT/INC switch to change the middle software and downloading the data is provided with
digit to the desired number. AK4094 PLM II download software.
the display will show: Data All Clear
This function will erase all of the cycle data, engine
9. Press the LIGHT/INC switch to change the first ON/OFF data, and fault/warning data. Total payload
digit to the desired number. and the overall number of cycles will not be cleared.
10. Press the MODE switch to return to normal op- IMPORTANT - Before clearing the data, download
eration. the data to a personal computer.
Setting The Time and Date To begin, the shift lever should be in the “N”
position, the brake lock set, the hoist control lever
1. Press and hold the MODE switch should be in the “FLOAT” position and the body in
until "Cd:dP" is displayed. the down position.
2. Press the MODE switch once. The 1. Press and hold the MODE switch
display will show: until "Cd:dP" is displayed.
3. Press the MODE switch once. The 2. Press the MODE switch once. The
display will show: display will show:
4. Press the MODE switch repeatedly 3. Press and hold the CAL/CLR
until "XX:XX" is displayed. switch until "A.CLE" is flashing.
5. Press the LIGHT/INC switch to change the min- 4. Press the CAL/CLR switch again and the memory
utes. will be cleared. The meter will then return to
normal operation.
the display will then indicate: This does not clear the Operator Load Counter.

DISPLAY OF FAULT CODES • Condition of the Engine Oil Pressure signal.
1. Press and hold the MODE switch The panel will display “ :C3:XX” for 3 seconds,
until "Cd:dP" is displayed. then indicate:
“ C3:oo” Engine is running.
display will show: “ C3:– –” Engine is not running.
• Condition of Alternator ’R’ terminal signal.
display will show: The panel will display “ C4:XX” for 3 seconds,
then indicate:
4. Press the TOTAL/SFT switch. “ C4:oo” Engine is running.
If there are no faults or warnings, “ C4:– –” Engine is not running.
the display will show for 6 seconds.
• Condition of the Spare Analog Input 1 signal.
If there are current faults or warnings, the codes The panel will display “ C5:XX” for 3 seconds
will be displayed in order of their priority, the with XX: as an input signal (V).
highest priority first. Each code will flash for 6
seconds. • Condition of the Spare Analog Input 2 signal.
5. After the current codes have been displayed, past The panel will display “ C6:XX” for 3 seconds
history codes that have been reset will be dis- with XX: as an input signal (V).
played. Each code will flash for 3 seconds. • Condition of the Spare Digital Input 1 signal.
If there are no history codes or
The panel will display “ C7:XX” for 3 seconds,
after all history codes have been
then:
shown , the display will show for 3
seconds: “ C7:oo” High.
The system will then proceed to the following “ C7:– –” Low.
displays: Refer to Page 22 for details.
• Condition of the Spare Digital Input 2 signal.
• Condition of the shift selector on mechanical trucks
or brake lock on electric trucks. The panel will display “ C8:XX” for 3 seconds,
then:
The panel will display: “ C1:XX” for 3 seconds,
then indicate: “ C8:oo” High.
Mechanical trucks “ C8:– –” Low.
“ C1:oo” Shift selector is in "N". 4. Press the TOTAL/SFT switch to view faults again
or press the MODE switch to return to normal
“ C1:– –” Shift selector is not in "N’. operation.
Electric trucks
“ C1:oo” Brake lock is on.
“ C1:– –” Brake lock is off.
• Condition of the Body Up Switch signal.
The panel will display: “ C2:XX” for 3 seconds,
then indicate:
“ C2:oo” Body up switch is in up position.
“ C2:– –” Body up switch is in down position.

Monitoring Input Signals Service Check Mode
This procedure can be used to monitor the current 1. Press and hold the LIGHT/INC and MODE
input signals to the payload meter. switches until "CHEC" is flashing.
1. Press and hold the LIGHT/INC and MODE 2. Press and hold the LIGHT/INC switch until "ALL0"
switches until "CHEC" is flashing. is flashing. "A.FUL" may also be displayed.
2. Press and hold the CAL/CLR and TOTAL/SFT 3. Press the LIGHT/INC switch to cycle through the
switches until "S.CHE" is flashing. following data. The sequence repeats.
3. Press the CAL/CLR switch to cycle through the Item and Description Units
following information :
1. Current Time Hours:Minutes
C1:oo - Shift Selector in "N" 2. Pressure Front Left Psi
C1 Mechanical Trucks C1:-- - Shift Selector 3. Pressure Front Right Psi
not in "N"
4. Pressure Rear Left Psi
C1:oo - Brake Lock On
C1 Electric Trucks 5. Pressure Rear Right Psi
C1:-- - Brake Lock Off
6. Front Weight Tons
C2:oo - Body Down
C2 Body Up 7. Rear Weight Tons
C2:-- - Body Up
C3:oo - Engine Run ± ° No s e Up
C3 Engine Oil Pressure 8. Degree of Incline
C3:-- - Engine Stopped Positive
C4:oo -Alternator Charging 9. Incline Factor - Front Axle
C4 Alternator R Terminal
C4:-- - Alternator Stopped 10. Incline Factor - Rear Axle
C5 Analog 1 - Not Used 11. Link Factor - Front Axle
C6 Analog 2 - Not Used 12. Link Factor - Rear Axle
C7 Digital 1 - Not Used 13. Calibration Weight Tons
C8 Digital 2 - Not Used 14. Gt - Trimmer Gain
C9 Speed Vehicle Speed 15. Current Load Tons
Travel Distance - 16. Backup Battery Voltage Volts
C10 under the c urrent xx.xx Miles
loaded or empty state
03:01 - Empty Stopped 4. Press MODE once and "CHEC" will flash on the
Current Status 01:02 - Empty Traveling display.
Note: 06:03 - Loading 5. Press MODE once and the meter will return to
C11
Sample values are 02:04 - Loaded Traveling normal operation.
shown. 04:05 - Loaded Stopped
05:06 - Dumping
C12(a)* Time Empty Travel S1:xx - Minutes*10
C12(b) Time Empty Stopped S2:xx - Minutes*10
C12(c) Time Loaded Travel S3:xx - Minutes*10
C12(d) Time Loaded Stop S4:xx - Minutes*10
C12(e) Time Dumping S5:xx - Minutes*10
C12(f) Time Loading S6:xx - Minutes*10
* After 9.9 minutes, "S1:--" will be displayed.
4. Press the MODE switch once and "CHEC" will

flash.
5. Press the MODE switch once and the meter will
return to normal operation.

UP Factor - Payload Calculation Gain Careful consideration must be given to the use of
PL:01 and PL:10. These modes divide the data trans-
Description of UP Factor mitted by Modular Mining and the data stored in the
payload meter’s memory. Additionally, each mode
The payload calculation gain, or UP factor is multiplied handles the UP factor differently and can calculate
to the actual calculated load. From the example shown different loads for the same haul cycle. For these
in Figure XX, the calculated load is 143.8 tons. If the reasons it is recommended that the payload meter
UP factor is set to +5% the displayed load will be 143.8 be set to use PL:00 in all cases.
x 1.05 = 151 tons. This factor can be used to minimize
the effects of systematic error for a particular truck. The PL:00
UP factor is not applied uniformly to all load calcula-
tions. There are three operating modes for the payload Modular Mining Transmission - The data is captured
meter and the UP factor is applied differently to each at the last transition from 0 to 1 MPH prior to traveling
mode. Therefore, it is recommended that this percent- 160 meters from the shovel. The captured data is
age be set to 0. There are significant differences in final transmitted when the truck travels 160m from the
calculated load that can be introduced by adjusting this shovel. This load calculation will use the UP factor
gain. percentage.
Payload meters sent from the factory are typically set Memory Storage - Same as above, the data is cap-
to "UP: 5" indicating a +5% gain in final load. tured at the last transition from 0 to 1 MPH prior to
traveling 160 meters from the shovel. The captured
This should be checked on all new meters and data is stored into memory when the body rises at the
changed to "UP: 0". dump. This load calculation will use the UP factor
percentage.
PL Mode - Load Calculation Timing
PL:01
Load Calculation Timing
Modular Mining Transmission - The data is captured
The PL mode controls when the payload meter takes at the last transition from 0 to 1 MPH prior to traveling
a sample of the data and calculates the load. There 160 meters from the shovel. The captured data is
are three modes available. There are two sets of data transmitted when the truck travels 160m from the
that are affected by the PL mode setting. shovel. This load calculation will use the UP factor
percentage.
• Modular Mining Transmission
Memory Storage - The data is captured and stored
• Memory Storage when the body rises from the frame. This calculation
will not use the UP factor percentage.
PL:10
The PL mode setting can have a significant impact on Modular Mining Transmission - The data is captured
the perceived accuracy of the payload meter. and transmitted when the truck travels 160 meters
from the shovel. This calculation will not use the UP
PL:00 is the only recommended setting. factor percentage.
Use of settings other than PL:00 Memory Storage - The data is captured and stored
is NOT recommended. when the body rises from the frame. This calculation
will not use the UP factor percentage.

FINAL GEAR RATIO SELECTION
For an 830E truck, the proper gear ratio has to be
selected.
1. Press and hold the MODE and LIGHT/INC
switches until “CHEC” is displayed.
2. Press and hold the TOTAL/SFT and LIGHT/INC

switches until “S.SEL”
is displayed.
3. Press the CAL/CLR switch repeatedly

until “A.XX” is displayed, where
“XX” is one of the following:
“XX” Gear Ratio Remarks

00 31.875 Original
01 36.400 High Traction
02 28.125 Standard
03 26.625 High Speed
NOTE: The Payload Meter is originally set to “00".
4. Press the TOTAL/SFT switch and "XX" will flash.

5. Press theLIGHT/INC switch to select the desired
gear ratio.
6. Press the MODE switch
and "CHEC" will be displayed.
7. Press the MODE switch and the meter will return

to normal operation.

BATTERY REPLACEMENT PROCEDURE 4. Remove the electrical connector. Remove the
ERROR CODE, F-09, DISPLAYED screws on the top surface and the rear face.
Remove the cover (Figure 20-8). This will expose
Replacing the Battery the battery, its wires, and the connector.
The payload meter has an internal battery used to

protect the memory from being erased when the key
switch is turned to the OFF position. Battery life is
approximately 2 years. The capacity of the battery is
monitored by the payload meter. When the voltage of
the memory battery does drop, error code, F-09, will
be displayed.
When the F-09 error code appears, download the data
within 48 hours; otherwise, the data may be lost. The
Haul Cycle data may not be recorded properly while
F-09 is displayed.
At this time it will be necessary to replace the battery.
This should be performed when the truck is in an
unloaded condition. The data stored in the payload FIGURE 20-8. ACCESS TO BATTERY
meter should be downloaded to a personal computer
or carry out the memory card dump operation. If this is 5. Grasp the wires coming from the battery and pull
not done, when the battery is disconnected all data will out. By pulling perpendicular from the board, it will
be lost. disconnect the connector from the board and pull
All that is required is a phillips-head screwdriver and a the battery out of its holder all at the same time
new battery (P/N 581-86-55710) (Figure 20-9).
1. Keyswitch in the ON position, download the data

stored in the payload memory, or carry out the
memory card dump operation.
2. Turn the keyswitch to the OFF position.
3. Remove the four mounting screws holding the
payload meter in position and then pull the pay-
load meter out, away from the instrument panel
(Figure 20-7).
NOTICE - Be careful not to let dirt, metal or spare parts
to drop inside the controller at any time.
FIGURE 20-9. BATTERY INSTALLATION
6. Insert the connector of the new battery directly into

the connector on the board (Figure 20-10). Place
the battery in the battery holder, and pass the
wiring through the notch. When doing this, insert
the wiring into the bottom of the holder and pass
it through the notch.
FIGURE 20-7. REMOVING PAYLOAD METER 7. Install the controller cover, replace the electrical
connector, and install the payload meter control-
ler back into the instrument panel.

9. Forcibly clear the data for the total payload and
overall number of cycles.
With this operation performed, all the unwanted
data inside the payload meter is cleared. Except
for the calibration data, all the data recorded in
the previous steps is also erased.
10. After this procedure has been performed the
system is ready for normal function.
SUSPENSION PRESSURE SENSOR

The pressure sensors are mounted on top of each
suspension. The sensors produce a voltage signal
FIGURE 20-10. BATTERY CONNECTION from 1 – 5 volts output.
The pressure sensor is mounted to the suspension
After Replacing the Battery
cylinder using a Schrader Valve assembly, adapter
While replacing the battery, the backup power source and sensor. The sensor can be replaced without re-
for the memory inside the payload meter is momentar- leasing the pressure in the suspension by removing
ily disconnected. the sensor with the adapter.
This can allow unwanted data (garbage) to enter the
memory and affect the meter’s recognition proce- Removal
dures. The following will remove this unwanted data.
1. Turn the keyswitch to the ON position.
may flash. Make certain the adapter and sensor are removed
together from the valve assembly. Removing the
complete valve assembly or just the sensor may
2. Using the Operator Check Mode, set the speed result in the component being forced out of the
limit option code, time and date. (These were suspension by the gas pressure inside.
erased from memory when the battery was dis-
connected). 1. Disconnect sensor from truck wiring harness.
Note: The Schrader valve in the valve assembly
3. Without turning the keyswitch to the OFF position
will prevent gas from escaping when adapter
advance to the start position. With the engine
and sensor are removed together. If entire
running, the display: may flash.
valve assembly is turned allowing nitrogen gas to
escape, recharging of the suspension will be
required.
4. Perform the Calibration procedure.
Refer to Page 15. 2. Hold valve (2, Figure 20-11) with wrench while
removing the adapter/sensor assembly (3 & 4).
5. Load the truck to the rated payload, or close to it.
Dump the load. 3. Remove sensor (4) from adapter (3).
6. Move the truck to a safe area, wait at least 5
seconds after dumping the load, then shut the
truck down.
7. Turn the keyswitch back to the ON position but do
not start the engine.
8. Perform the Data All Clear in the Operator Check
mode.
FIGURE 20-11. PRESSURE SENSOR.

1. Schrader Valve 3. Adapter
2. Valve Assembly 4. Sensor

Installation Installation
1. Install new O-ring on sensor (4, Figure 20-11) and 1. Install inclinometer (3, Figure 20-13) with cap-
install sensor into adapter (3). Tighten sensor to screws, nuts and lockwashers (4).
22–29 ft.lbs. (30–39 N.m) torque.
2. Install new O-ring on adapter (3) and install com-
plete adapter/sensor assembly into valve (2).
Hold valve body and tighten adapter/sensor as-
sembly to 103 ft.lbs. (176 N.m) torque.
3. Connect sensor wiring to truck wiring harness.
The sensors have three wires. Be sure that wires
are connected correctly. (Figure 20-12)
FIGURE 20-13. INCLINOMETER

FIGURE 20-12. SENSOR SIDE CONNECTOR VIEW 1. Operator’s Center 3. Inclinometer
Console Frame 4. Capscrew, Nut and
Pin Number Wire Color Wire Function 2. Bracket Lockwasher
1 Black Ground (GND)
2 Red + Power 2. Connect inclinometer wiring to the truck wiring
3 White Signal harness. (Figure 20-14)
Be sure that wires are connected correctly.
INCLINOMETER
As the truck is tilted fore or aft, the weight distribution
between the front and rear axles changes. To compen- FIGURE 20-14. INCLINOMETER SIDE
sate for this, the inclinometer measures the ground CONNECTOR VIEW
angle at which the truck rests. This data is then sent
to the payload meter so it can calculate the correct Pin Number Wire Color Wire Function
payload weight. The inclinometer is located below the
operator’s center console (passenger seat structure). 1 Black Ground (GND)
2 White Signal
Removal 3 Red + Power
1. Disconnect inclinometer wire lead from harness.
Adjustment
2. Remove the three capscrews, nuts and lockwash-
ers (4, Figure 20-13) and inclinometer (3). 1. Park the truck on a 0% grade.
2. Loosen the three Inclinometer mounting cap-
screws (4, Figure 20-13) and rotate the Incli-
nometer until a voltage range of 2.6 ±0.1 Volts
can be measured (using aVolt/Ohm Meter) at pins
1 and 2 of the inclinometer electrical harness
connector.
3. Tighten all capscrews (4, Figure 20-13) to stand-
ard torque, after adjustment.

SCOREBOARD
Description
The Scoreboard from Komatsu Mining Systems uses
information from the Payload Meter to display the
current load. It uses ultra-high-brightness LED tech-
nology to form 3 digits. The sign is fully sunlight read-
able and housed in a rugged steel enclosure.
The Scoreboard displays each swing pass as the truck
is being loaded. As the truck drives away, the sign will
display the last swing pass until the final load calcula-
tion is made. It will then switch to display the final load
calculation and hold it until the truck dumps. The sign
will then clear for the empty ride back to the shovel.
Making Connections
The Scoreboard connects to the RS232 port on the
Payload Meter. It must share this connection with other
dispatch systems like Modular Mining as well as the
PC download connection. This sharing of the single
port creates special circumstances when using a Per- Figure 20-15. Scoreboard
sonal Computer or dispatch system.
The Scoreboard is in constant communications with
The harness for the Scoreboard supplies two extra
the Payload Meter and must acknowledge every mes-
connections in the overhead compartment of the cab.
sage from the meter. In addition, the Scoreboard must
One is for the existing PC port and the other is for
also signal the Payload Meter that it is ready to receive
Modular Mining.
messages by supplying a 5vdc signal over the CTS
line. Installations that include Modular Mining or other When two Scoreboards are installed, the first sign
dispatch systems must take over the responsibility for transmits load information and power to the second
acknowledging messages from the Payload Meter. To sign. Note that the communications wire from the first
do this, the return communications line and the CTS sign connects to terminal 35L7. This is the retransmit
line from the Scoreboard must be cut and taped back. terminal. This wire then connects to the 35L4 terminal
When this is done, the Scoreboard simply monitors in the second sign. This is the receive terminal of the
communications between the Payload Meter and second sign.
Modular Mining. The Modular Mining system acknow-
The Payload Meter must be set to use OP12. Refer
ledges each message from the meter.
to "Setting the Option Code" for instructions.
Sharing this RS232 port with the Personal Computer
Once in this mode, the Payload Meter will look for the
for downloading can also create problems with com-
Scoreboard and attempt to communicate with it. If
munications. The Payload Meter can confuse mes-
there are communications problems the Payload Me-
sages from the PersonalComputer and Scoreboard.
ter may indicate a communications port error. Refer to
To eliminate this problem, the Scoreboard must be
"Fault Codes" for additional information.
turned off during downloading of the Payload Me-
ter. Using the circuit breaker to turn off the main power
to the Scoreboard is the best way to accomplish this.
The power to the Scoreboard must be turned off before
communications between a Personal Computer and
the Payload Meter can start. Once the download proc-
ess is finished, the power needs to be restored to the
Scoreboard to keep from receiving F99 or F93 error
codes.

Normal Operation of the Scoreboard
On power up, the Scoreboard will display "888" and
then display the current software version, "10". The
sign will then go blank until the Payload Meter begins
sending load information. There is also a small light
that blinks once per second in the center of the top
portion of the last digit that is visible by close inspec-
tion. This light indicates that the sign is powered and
operating normally.
During the typical loading cycle there is a short delay
from when a bucket load of material is dumped into the
body and when the Scoreboard indicates the weight.
This delay is caused by the Payload Meter waiting for
the oscillations in the suspensions to settle out before
calculating a current load. The Scoreboard will display
the current load calculated by the Payload Meter after
each swingload.
If the truck operator releases the brake lock and begins
to drive before the last swingload calculation is made,
the Scoreboard will never display the last swingload.
The Scoreboard will display the last load calculation
made during the loading process until the final load
calculation is made approximately 160 meters from the
shovel. At this point the final load will be displayed.
This number will remain until the truck dumps the load.
There will typically be a difference between the last
swingload and final load calculations.
PAYLOAD METER BACK PANEL

CONNECTIONS
CN1 - AMP MIC-MKII 13 Pins White Connector CN3 - AMP MIC-MKII 9 Pins
No. Description Comments White (RS-232C Port)
1 Power +24V (Battery) No. Description

2 Lamp Relay 1 1 RTS
3 Lamp Relay 2 2 SG
4 Lamp Relay 3 3 RD
5 Lamp Relay 4 4 TX
6 Lamp Relay 5 5 CTS
7 Speed Sensor (Signal) 6 DTR
8 Speed Sensor (GND) 7 DSR
Running - 28VDC 8
9 Alternator R Terminal (Charge Signal)
Off - 0VDC
10 Key Switch ACC Terminal (ACC Signal)
11
12
13 GND (Power GND)
CN2 - AMP 040 12 Pins Black Connector CN4 - AMP 040 8 Pins Black
(Optional Input, Reserved)
No. Description Comments
Running Open No. Description
1 Engine Oil Pressure Switch
Off - Closed 1 Optional Input GND
2 Sensor Power Out +18V 2 Analog Input 1
3 Sensor GND 3 Analog Input 2
4 Left FrontSuspension Pressure Sensor 1-5VDC Normal 4 Digital Input 1
Right Front Suspension PressureSensor 5 Digital Input 2
5 1-5VDC Normal
6
6 Left Rear Suspension Pressure Sensor 1-5VDC Normal 7
7 Right Rear Suspension Pressure Sensor 1-5VDC Normal
8 Inclinometer
Body Down - Open
9 Body Rise Signal
Body Up - Gnd
Lock Off - Open
10 Break Lock Signal/Neutral Signal
Lock On - Gnd
11
12

PAYLOAD CIRCUIT NUMBERS
Circuit Designation Circuit Description

39F, 39F1...39F5 +18 volt sensor power supply
39FA Pressure signal Right Rear
39FB Pressure signal Left Rear
39FC Pressure signal Right Front
39FD Pressure signal Left Front
39FE Inclinometer signal
39FG Sensor ground
39A PLM lamp output - green
39B PLM lamp output - amber
39C PLM lamp output - red
39D PLM lamp output - unused
39E PLM lamp output - unused
39G +24 volt PLM power
39AA Load light - green
39BA Load light - amber
39CA Load light - red
73FSL TCI 100% load signal - 930E only
73MSL TCI 70% load signal - 930E only
714A Speed signal
714AT Speed signal
63L Body up (gnd = up, open = down)
39H Brake lock (gnd = release, open = lock)
35L1 PLM RS232 RTS (request to send)
35L2 PLM RS232 signal ground
35L3 PLM RS232 receive
35L4 PLM RS232 transmit
35L5 PLM RS232 CTS (clear to send)
35L6
35L7/35L4 Scoreboard 1 to scoreboard 2
35L8 PLM chan 2 TxD
35L9 PLM chan 2 RxD
21C Engine oil pressure (gnd = off, open = run)
21D Alternator R-Terminal (open = off,+24V = run)

PAYLOAD METER II RE-INITIALIZATION PROCEDURE
This procedure is designed to reset the Payload Meter II to clear repeated F.CAL errors.
This procedure is necessary to fix a rare condition in 7. Set the time, date, OP, PL, and UP settings. All
the operation of the meter. Indication for this procedure other user settings should updated at this time.
is a repeated display of F.CAL on the meter despite
8. Calibrate the Payload Meter by holding the CAL
repeated calibration. If possible, download the Pay-
button until CAL flashes.
load Meter before performing this procedure. This
procedure will erase all memory and user settings. 9. Release the Brake Lock (Park Brake for 330M)
and begin driving 5-8 MPH on level ground and
NOTE:
press CAL.
This procedure should be performed before any
CAL should display until the meter finishes its
Payload Meter is returned for warranty or repair.
calibration.
10. Load the truck to rated load and drive through one
Before performing this procedure, be sure that the
haul cycle.
engine inputs into the payload meter can be manipu-
lated to indicate engine running and engine stopped. 11. After dumping the load, wait at least 15 seconds
Some payload meter installations have hard-wired and drive the truck to a safe location.
these inputs. These inputs must be accessible and
12. Stop the truck and shut down the engine.
able to produce the following input conditions:
13. Turn on the Payload Meter but leave the engine
off.
21C 21D
14. Hold MODE and LIGHT until CHEC flashes.
Condition Engine Oil Alternator "R"
Pressure Terminal 15. Hold LIGHT and CAL until A:CLE flashes.
Engine Running Open 24VDC 16. Press CAL to clear the service memory.
Engine Stopped Ground Open
17. When CHEC is displayed, press MODE to return
to normal operation.
1. Turn off all systems. 18. Clear the Haul Cycle Memory by holding MODE
until Cd:dP is displayed.
2. Turn on the Payload Meter but leave the engine
off. 19. Press MODE and A.CLE will be displayed.
3. Hold MODE and LIGHT until CHEC flashes. 20. Hold CAL until A.CLE flashed.
4. Hold the CAL, TOTAL and LIGHT buttons until 21. Press CAL once more to clear the haul cycle
00:00 is displayed. memory.
5. Press CAL for 2 seconds. 00 00 will flash and the 22. Clear the operator load counter by pressing the
meter will erase its memory and reset to its factory TOTAL button until ":" is displayed.
settings. This includes and OP, UP, PL, P.SEL,
23. Hold the CAL button until the display flashes.
and E.SEL settings.
The meter will restart and display F.CAL. 24. Hold the CAL button until 0000 is displayed to
clear the memory.
6. Start the engine.
25. The payload meter should now function normally.

NOTES
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE

MANUFACTURED UNDER LICENSE FROM
L. G. HAGENBUCH holder of
U.S. Patent Numbers 4,831,539 and 4,839,835

SECTION N
OPERATOR’S CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
PREPARATION FOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5
Replace Door Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7
GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3
WINDSHIELD WIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-2
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-2
HEATER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Heater Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Heater Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Fan Motor and Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5

STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
DYNAMIC RETARDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
INSTRUMENT PANEL AND INDICATOR LIGHTS . . . . . . . . . . . . . . . . . . . . . N5-11
PANEL GAUGES, INDICATORS AND CONTROLS . . . . . . . . . . . . . . . . . . . . N5-13
STATUS/WARNING INDICATOR LIGHT SYMBOLS . . . . . . . . . . . . . . . . . . . . N5-20
N01020 03/01 Index N1-1

NOTES
N1-2 Index N01020 03/01

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 controls
have been designed to simplify operation and are
DO NOT attempt to modify or repair damage to the
placed within easy reach of the operator. Servicing of
ROPS structure without written approval from the
cab and associated electrical systems is simplified by
manufacturer. Unauthorized repairs to the ROPS
use of heavy-duty connectors on the various wiring
structure will void certification. If modification or
harnesses. Hydraulic components are located outside
repairs are required, contact the servicing
of the interior and are accessed through covers (2,
Komatsu Distributor.
Figure 2-1) on the front of the cab.
FIGURE 2-1. CAB ASSEMBLY

1. Mounting Pad 6. Retard Light (Retarder Applied)
2. Access Covers 7. Lifting Eye
3. Filter cover 8. Rear, Side Glass
4. Windshield Wiper Arms 9. Front, Side Glass
5. Stop Light (Service Brakes Applied)
N02015 4/00 Truck Cab N2-1

Prior to cab removal or repair procedures, it may be PREPARATION
necessary to remove the body to provide clearance for
1. Reduce the engine speed to idle. Place the selec-
lifting equipment to be used. If body removal is not
tor switch in NEUTRAL and apply the parking
brake. Be certain the parking brake applied indi-
cator lamp in the overhead panel is illuminated.
ON. Be certain the REST warning lamp is illumi-
Read and observe the following instructions be- nated.
fore attempting any repairs!
• Do not attempt to work in deck area until body some reason the engine does not shut down, use
safety cables have been installed. the shutdown switch on the center console.
• Do not step on or use any power cable as a 4. Verify the LINK VOLTAGE lights are OFF. If they
handhold when the engine is running. remain on longer than 5 minutes after shutdown,
• Do not open any electrical cabinet covers or notify the electrical department.
touch the retarding grid elements until all shut- NOTE: One of the Link Voltage lights is located behind
down procedures have been followed. the operator’s seat on the DID panel, two others are
• All removal, repairs and installation of propul- located on the electrical cabinet.
sion system electrical components, cables etc.
must be performed by an electrical maintenance 5. Place the GF Cutout Switch in the “cutout” posi-
technician properly trained to service the sys- tion.
tem.
• In the event of a propulsion system malfunction, by attempting to steer.
a qualified technician should inspect the truck
and verify the propulsion system does not have 7. Bleed down the brake accumulators using the
dangerous voltage levels present before repairs manual bleed valves on the brake manifold.
are started. 8. Open the battery disconnect switches.
Removal
After the truck is parked in position for the repairs, the NOTE: The following procedure describes removal of
truck must be shut down properly to ensure the safety the cab as a complete module with the hydraulic brake
of those working in the areas of the deck, electrical cabinet attached. All hoses and wire harnesses should
cabinet and retarding grids. The following procedures be marked prior to removal for identification to ensure
will ensure the electrical system is properly discharged correct reinstallation:
before repairs are started.
1. Disconnect hydraulic hoses routed to frame from

fittings at rear of cab under brake cabinet (3,
Figure 2-2). (It is not necessary to disconnect
hoses attached to, and routed under the cab.)
Cap all lines to prevent contamination.
2. Disconnect wire harnesses (4) at connectors lo-
cated under hydraulic cabinet.
3. Remove cable and hose clamps as needed for
cab removal
N2-2 Truck Cab N02015 4/00

FIGURE 2-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS
1. Cab 3. Hydraulic System Hoses
2. Hydraulic Components Cabinet 4. Electrical Harnesses
4. Close heater shutoff valves located at the water 7. Evacuate air conditioning system:
pump inlet housing on the right side of the engine a. Attach a recycle/recovery station at the air
and at the water manifold. Disconnect heater conditioning compressor service valves. (Re-
hoses at each valve and drain coolant into a fer to “Heater/Air Conditioning System” in Sec-
container. tion M for detailed instructions.)
5. Remove clamps and heater hoses from fittings b. Evacuate air conditioning system refrigerant.
underside of deck, below heater. Cap fittings and c. Remove the air conditioner system hoses
plug hoses. which are routed to the bottom of the cab from
6. Remove air cleaner restriction indicator hoses the receiver/drier and compressor. Cap hoses
near front, inside corner under cab. and fittings to prevent contamination.
8. Attach a lifting device to the lifting eyes provided
on top of the cab.

approved Recovery/Recycle Station must be used The cab assembly weighs approximately 5000 lbs.
to remove the refrigerant from the air conditioning (2270 kg). Be sure lifting device is capable of lifting
system. the load.
N02015 4/00 Truck Cab N2-3

9. Remove the capscrews and washers from each CAB DOOR
mounting pad (1, Figure 2-1) at the corners of the
cab. The cab door assemblies are similar except for the
hinge side. Each is hinged on the rear edge with a
10. Check for any other remaining hoses or wiring heavy duty hinge. For repairs on the door latches or
which may interfere with cab removal. window controls it is usually better, but not necessary,
11. Lift the cab assembly off the truck and move to an to remove the door from the cab and lower it to the floor
area for further service. for service.
12. Place blocking under each corner of the cab to

prevent damage to floor pan and fittings before Removal
cab is lowered to the floor.
1. If overhead space is available, raise body to allow
access to door with overhead hoist. Secure body
Installation in raised position with safety cables.
1. Lift cab assembly and align mounting pad holes 2. Lower door glass far enough to allow insertion of
with tapped pads. Insert at least one capscrew lifting sling when door is removed.
and hardened washer at each of the four pads 3. Remove door panel for access to power window
prior to lowering cab onto the truck. motor harness connector. Disconnect motor and
2. After cab is positioned, insert the remaining cap- remove cab harness from door.
screws and hardened washers. (32 total). Tighten 4. Remove the retainer clip and bolt clip from the
the capscrews to 700 ft. lbs. (950 N.m) torque. travel limiting strap.
3. Route wire harnesses to the electrical connectors 5. Insert lifting sling through door and attach to hoist.
on the rear corner of the cab (4, Figure 2-2). Align Remove capscrews (a swivel socket wporks best)
cable connector plug key with receptacle key and securing door hinge to cab and lift door from cab.
push plug onto receptacle. Carefully thread re-
tainer onto receptacle and tighten securely. Install 6. Place door on blocks or on a work bench to protect
clamps if removed during cab removal. the window glass and allow access to internal
components for repair.
4. Remove caps from hydraulic hoses and tubes and
reinstall. Reinstall hose clamps as required.
5. Install heater hoses and clamps on fittings on Installation
underside of cab. Connect other end of hose to 1. Attach sling and hoist to door assembly, lift door
fittings at shutoff valves on engine. Open heater up to the deck and position door hinges to cab.
shutoff valves. Connect air cleaner restriction in-
dicator hoses. 2. Align door hinges with cab and install capscrews
securing door to cab.
6. Remove caps and reinstall air conditioning system
hoses from compressor and receiver/drier. 3. Attach the travel limiting strap with the bolt and
clip removed previously.
7. Refer to “Heater/Air Conditioning System” in Sec-
tion M for detailed instructions regarding evacu- 4. Reconnect door harness to receptacle mounted
ation and recharging with refrigerant. in the cab floor.
8. Close brake accumulator bleed down valves. 5. Verify proper operation of power window and door
latch adjustment.
9. Close battery disconnect switch.
6. Install door panel.
10. Service hydraulic tank and engine coolant as
required.
11. Start the engine and verify proper operation of all
controls.
12. Complete air conditioning system recharging pro-
cedures.
N2-4 Truck Cab N02015 4/00

Door Adjustment 3. Hold a piece of paper such as a dollar bill between
where the door seal (4) will hit the skin of the cab
If adjustment is necessary to insure tight closure of
and firmly close the door ensuring that it latches
door, loosen striker bolt in the door jam, adjust, and
on the second catch. (The door latch mechanism
retighten.
has a double catch mechanism.)
A rubber sealer strip is mounted with adhesive around
4. The door seal should firmly grip the paper all along
the perimeter of the door assembly to exclude dirt and
the top, front, and bottom edge of the door. If the
drafts. This sealer strip should be kept in good condi-
paper is loose all around, REPEAT STEP 2. If the
tion and replaced if it becomes torn or otherwise
paper is firmly gripped, but can be removed with-
damaged.
out tearing it, open door and tighten the jam bolt
Door Jam Bolt Adjustment completely without affecting the adjustment.
Over a period of time, the door latch mechanism and 5. If the paper slips out from the door seal easily
door seals may wear and allow dirt and moisture to along the top and not at the bottom, the door itself
enter the cab. To insure proper sealing of the door will have to be “adjusted”. Or if the paper slips out
seals, the door jam bolt may need to be adjusted easier at the bottom than at the top, the door will
periodically. have to be “adjusted”.
• If seals are tight at bottom of door, but not at top,

place a 4 x 4 block of wood at the bottom edge of
the door, below the handle. Close the door on the
wood block and press firmly inward on the top
corner of the door. Press in one or two times, then
remove the wood block and check seal tension
again using the paper method. Seal compression
should be equal all the way around the door. If seal
is still loose at the top, repeat procedure again until
seal compression is the same all the way around.
• If seal compression is greater at the top than at
the bottom of the door, place a 4 x 4 block of wood
at the top corner of the cab door. Then press firmly
inward on the lower corner of the door. Press in
one or two times, then remove the wood block and
check seal compression again. Seal compression
should be equal all the way around the door. If seal
FIGURE 2-3. DOOR JAM BOLT ADJUSTMENT
is still loose at the bottom, repeat procedure again
1. Washer 3. Frame until seal compression is uniform all the way
2. Striker Bolt 4. Seal around.
Step A. If the door closes, but not tightly enough to give

a good seal between the seal on the door and the cab
skin:
1. Mark the washer location (1, Figure 2-3) portion
of the door jam bolt with a marker, pen, or pencil
by circumscribing the outside edge of the washer
onto the jam.
2. Loosen the door jam bolt (2) and move straight
inwards 1/16” and retighten.
N02015 4/00 Truck Cab N2-5

Step B. If the door bucks back when trying to close it, Door Handle Plunger Adjustment
the striker bolt (2, Figure 2-4) has probably loosened
If the door handle becomes inoperative, it can either
and slipped down from where the catch can engage
be adjusted or replaced. The following is a procedure
with the bolt.
for adjusting the exterior door handle plunger.
1. Open the door and close both claws (3 & 5, Figure
1. Determine the amount of free play in the door
2-4) on the catch until they are both fully closed.
release plunger by pushing in on the plunger until
it just contacts the door release mechanism.
Measure the distance that the plunger travels
(Figure 2-5) from this position to where the
plunger is fully released.
FIGURE 2-5. MEASURING TRAVEL DISTANCE

OF PLUNGER
2. Remove door panel.

FIGURE 2-4. LATCH ASSEMBLY a. Remove hair pin clip (1, Figure 2-6) and bolt (2)
1. Cab 4. Door from the door check strap closest to the door.
2. Striker Bolt 5. Lower Latch b. Remove 2 capscrews (3), which hold the door
3. Upper Latch strap bracket to the door.
2. Transfer the center of this opening onto the skin c. Disconnect wiring harness (4) to the window
of the cab nearest where the door jam bolt is regulator.
located. Use a T-square or other measuring d. Open the door as far as possible in and remove
equipment and mark on the cab with a pencil. the internal door panel.
NOTE: Release the door catch before trying to e. Before removing all door panel mounting
close the door. screws, support the panel to prevent the as-
3. Loosen and vertically align (center) the door jam sembly from dropping. Remove 15 mounting
bolt with this mark and tighten it firmly enough to screws (5).
hold it in place but still allow some slippage. NOTE: Remove panel screws across the top last.
4. Carefully try to close the door (4) and determine
if this has helped the “bucking” problem. If the
door latches but not firmly enough, follow proce-
dures listed previously in “Step A”. If the door NOTE: Door glass and internal door panel will drop
latch does not catch, move the bolt outwards and when door panel screws are removed.
try again. When corrected, follow adjustment pro-
cedures listed in “Step A” to ensure a good seal.
By design, if both seals are in good condition,
proper adjustment of the outside seal will ensure
good contact on the inside seal to prevent dust
and moisture from entering the cab.
N2-6 Truck Cab N02015 4/00

• Carefully lower the door panel a few inches. Hold Replace Door Glass
glass at top to prevent it from dropping. Slide the
1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
door panel toward the cab to disengage the win-
from the door check strap closes to the door.
dow regulator roller (Figure 2-7) from the track on
the bottom of the glass. Slide the panel away from
the cab to disengage the other top roller and lower
roller from its tracks. Place the panel out of the way
after removal.
a. Lift door glass and support at the top of the
frame.
b. Remove 2 screws (Figure 2-8) holding the roller
track to the bottom of the door glass.
3. Remove capscrew and nut from inside release
lever (1, Figure 2-14).
4. Remove the four mounting screws that holds the
latch mechanism in the door (2).
5. Remove door latch mechanism (4). Check to see
if door latch mechanism works properly by per-
forming the following test.
a. Close latch mechanism pawls
b. Operate inside door release lever to see if
pawls open. If pawls do not open, replace
assembly.
FIGURE 2-6.
c. Close pawls again.
1. Hair Pin Clip 4. Wiring Harness
d. Press the outside door button to see if pawls 2. Door Strap Bolt 5. Panel Screws
open. 3. Strap Bracket 6. Window Regulator
e. If mechanism operates properly go on to STEP Mounting Screw
6. If mechanism does not work properly, re-
place with a new door latch assembly then 2. Remove 2 M8X12 capscrews (3), which hold the
continue with STEP 6. door strap bracket to the door.
6. Remove the mounting screws (3) from the outside 3. Disconnect wiring harness (4) to the window
door handle. With the door handle removed, ad- regulator.
just the plunger counter clock wise to increase the 4. Open the door as far as possible in order to
height of the door handle release button. Lock the remove the internal door panel.
plunger capscrew with locking nut. Apply lock
tight to prevent screw from working loose.
7. Reassemble door assembly by reversing the pre-
vious steps.
Door glass and internal door panel will drop when door
panel screws are removed.
N02015 4/00 Truck Cab N2-7

5. Before removing all door panel mounting screws, 7. Remove 2 screws (Figure 2-8) holding the roller
support the panel to prevent the assembly from track to the bottom of the door glass.
dropping. Remove 15 mounting screws (5).
NOTE: Remove panel screws across the top last.
6. Carefully lower the door panel a few inches (Fig-

ure 2-7). Hold glass at top to prevent it from
dropping. Slide the door panel toward the cab to
disengage the window regulator roller from the
track on the bottom of the glass. Then slide the
panel away from the cab to disengage the other
top roller and the lower roller from their tracks.
Place the panel out of the way after removal.
FIGURE 2-8.
8. Support glass in door frame as shown (1, Figure

2-9). Remove screws (2) that hold the adapter for
the window regulator track.
FIGURE 2-7.
FIGURE 2-9.
1. Support Block 2. Screws
N2-8 Truck Cab N02015 4/00

Bracket (2, Figure 2-9) at bottom of glass must clear
the door frame, if still on glass.
FIGURE 2-10.
1. Screws 2. Rubber Felt Insert
Remove the screw at the lower end of the window

channels. It is necessary to pull the rubber felt insert
(2, Figure 2-10) out of the channel in order to be able
to remove the screws.
9. Remove the trim material covering the screws
holding the window frame to the door. Remove
screws (1, Figure 2-11) holding window frame to
the door.
Note: Screws along the bottom of window frame may
FIGURE 2-12.
be shorter than along the top and sides.
1. Window Frame 2. Window Bracket
10. Move window glass and frame to an area where

the glass can be removed. Slide the glass down
and out of the window channels.
11. Before installing new window glass, first inspect
the window frame. In each corner there is an "L"
shaped bracket with 2 screws in it to hold the
corners of the frame together. Check the screws
(1, Figure 2-13) to be sure they are tight. Also be
sure the rubber felt insert in the window channels
is in good condition. Replace, if necessary.
12. Slide the new window glass into the window frame
glass channels. Move the glass to the top of the
frame.
FIGURE 2-11.
13. Lift window frame, holding glass at the top of the
1. Screws frame, and lower the assembly into the door.
Lift door glass up in the frame (1, Figure 2-12) so that

it is near the top. Holding the glass in place, tilt frame
out at the top. Lift frame and glass straight up and out
of door.
N02015 4/00 Truck Cab N2-9

FIGURE 2-13.
1. "L" Shaped Brackets FIGURE 2-14.
1. Capscrew & Nut 3. Mounting Screw -
2. Mounting Screws - Outside Door Handle
Latch 4. Latch Assembly
5. Window Frame
Be sure the one channel (5, Figure 2-14) which is next
to the door latch passes to the inside of the latch 17. Install the 2 screws removed in step 8. Be sure the
assembly (4). rubber felt insert is back in place after installing the
screws.
14. Lower glass in frame and support it as seen in
Figure 2-9. 18. Reinstall window regulator track bracket as seen
in Figure 2-7. Be sure nylon bushings and gaskets
15. Reinstall window frame screws which holds it to are installed properly to prevent damage to the
the door frame. glass.
19. Lift window glass in frame and install window
regulator roller track to bracket installed in step 18.
See Figure 2-8.
Screws along the bottom of window frame may be
20. Holding window glass as seen in Figure 2-9 (a few
shorter than the ones along the sides and top. These
inches from the top.) install lower and upper regu-
screws must be used in this area to prevent the window
lator rollers in their tracks. Start by moving door
glass from being scratched or cracked.
panel (with window regulator) away from cab just
See Figure 2-11.
far enough to allow the rollers to enter their tracks.
16. Install trim material over the top of screws that Then with the rollers in the tracks slide the panel
holds the window frame to the door. Use a flat toward the cab. Move the panel just far enough to
blade screwdriver to assist with installing the trim allow the upper regulator roller to go into the track
material. See Figure 2-15. Be careful not to cut the on the bottom of the glass.
retainer lip on the trim material.
N2-10 Truck Cab N02015 4/00

a. If replacing the motor assembly of the window
regulator, be sure the worm gear on the motor
is engaged properly into the regulator gear.
Also, the regulator should be in the "UP" posi-
tion before replacing the motor assembly.
Be sure the motor mounting screws are tight.
b. If replacing the window regulator assembly, the
new regulator should be in the "UP" position
before being mounted.
4. Mount window regulator to the inner panel with
the 4 mounting screws removed in step 2.
Be sure screws are tight.
5. Refer to door glass replace procedure and follow
steps 20-23 to complete replacement.
Replace Door Handle or Latch Assembly

The cab doors are equipped with serviceable latch
handle assemblies (inner and outer). If they become
inoperative, they should be replaced by a new assem-
bly. The outer latch handle assembly on each door is
furnished with a key-operated lock to enable the op-
erator to lock the truck cab while the truck is parked
unattended.
1. Follow steps 1-6 procedure for door glass replace-
FIGURE 2-15. ment.
2. Refer to Figure 2-14. Remove capscrew and nut
21. Lift door panel, regulator and glass up to align (1) from inside door handle.
screw holes in the panel with holes in door frame.
Install screws that retain panel to door frame. 3. Remove 4 mounting screws (2) for the latch.
Remove old latch assembly.
22. Hook-up electrical connector for the window regu- * If replacing the latch assembly go to step 5.
lator. Install the two cap screws that hold the door
strap bracket to the door frame. 4. If replacing the outside door handle, remove 3
screws holding handle to door panel (3, Figure
23. Align door check strap opening with holes in the 2-14).
bracket and install bolt. Install the hair pin clip. See
Figure 2-6. Note: Only 1 screw is shown, the other 2 are
behind the latch assembly.
Replace Door Window Regulator 5. Install new latch assembly and align mounting
holes. Install 4 mounting screws.
1. Follow steps 1-6 procedure for door glass replace- Be sure they are tight.
ment.
6. Align inside door handle and install capscrew and
2. Move inner panel assembly to a work area to nut (3 Figure 2-14).
enable replacement of the window regulator.
Remove 4 mounting screws. See 6, Figure 2-6. 7. Follow steps 20-23 of the door glass replacement
procedure to complete the repair.
3. Replacing Window Regulator Motor, or Window
Regulator Assembly:
N02015 4/00 Truck Cab N2-11

Door and Door Hinge Seal Replacement
1. The door assembly seal has only three members
to it (sides and top) and is glued on the door. This
seal can be replaced by peeling the seal away
from the door frame. Then use a suitable cleaner
to remove the remaining seal and glue material.
2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
is quick drying and waterproof onto the area
where the seal is to installed.
3. Install the seal so that the corners of the seal fit
up into the corners of the door frame (3, Figure
2-16).
4. The Door Hinge Seal is glued to the hinge.
Use the same procedure as above for this seal
(2, Figure 2-17).
FIGURE 2-16.
Door Opening Seal Removal 1. Door Opening Seal 3. Door Assembly Seal
1. Starting at the lower center of the door opening,
pull up on one end of the seal. Seal should pull
loose from the cab opening lip. Pull seal loose all
the way around the opening (1, Figures 2-16 &
2-17).
2. Inspect cab opening lip for damage, dirt, or oil.
Repair or clean cab opening as necessary.
Remove dirt, old sealant etc. Be certain perimeter
of opening is clean and free of burrs, etc.
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. Be
sure that the seal fits tight in the corners. A soft
face tool may be used to work the seal up into the
corners.
2. Continue going all the way around the opening.
When the ends of the seal meet at the starting
bottom center of the cab opening, it may be
necessary to trim off some of the seal. NOTE: The
ends of the seal material need to be square-cut
to assure a proper fit.
FIGURE 2-17.
3. Fit both ends so that they meet squarely, then 1. Door Opening Seal 2. DoorHinge Seal
while holding ends together, push them firmly into
the center of the opening.
N2-12 Truck Cab N02015 4/00

GLASS REPLACEMENT 3. Carefully clean and remove all broken glass chips
from any remaining window adhesive.
ADHESIVE-BONDED WINDOWS The surface should be smooth and even.
NOTE: Removal of all old ahesive is not required;
Recommended Tools/Supplies just enough to provide an even bedding base.
• Pneumatic knife,
or a piano wire type cutting device 4. Apply 4 to 6 SM2897 glass installation bumpers
• Heavy protective gloves (8), equally spaced around the previously marked
glass perimeter, approximately 0.75 in (19 mm)
• Safety eyeglass goggles inboard from where the edge of the glass will be
• Glazing adhesive* & application gun when installed.
*NOTE: 5. Clean the glass and prepare the black primer coat
SikaTack®-Plus Booster adhesive is advertised according to the adhesive supplier’s instructions.
to achieve full cure in two (2) hours, is not climate 6. Apply a continuous even bead of the glazing
dependent, does not require black glass primers, adhesive (approximately 0.38 in./10 mm dia.) to
can be applied with a standard gun, and meets the cab skin at a line 0.50 - 0.63 in. (13 - 16 mm)
FMVSS 212/208 in one (1) hour. inboard from the previously marked final location
Sika Corporation of the glass edge (when applied to the cab).
22211 Telegraph Road,
Southfield, MI 48034 NOTE: Be careful not to place this bead too far
inboard, as it will make any future replacement
If another adhesive is used, be certain to follow more difficult.
all the manufacturer’s instructions for use, includ-
ing full allowances for proper curing time.
7. Carefully locate the glass in place with the black
masking side towards the adhesive. Carefully
• SM2897 glass installation bumpers press firmly, but not abruptly, into place.
(4 - 6 per glass piece)
8. Using a wooden prop and furnace/duct tape, hold
• Window glass (Refer to Parts Catalog) the glass in place, at least one (1) full hour before
moving the vehicle. Otherwise, vibration will
weaken the bond.
Replacement Procedure
NOTE: If SikaTack®-Plus Booster adhesive is not
The first concern with all glass replacement is used, be certain to follow all the adhesive manu-
SAFETY! Wear heavy protective gloves and safety facturer’s instructions for use, including full allow-
eyeglass goggles when working with glass. ances for proper curing time.
The curing time may be much longer than the one
1. Using a permanent marker, mark all the edges of (1) full hour mentioned above.
the glass to be replaced on the cab skin
(all windows, except the front windshield piece,
rear cab window, and door windows).
All edges must be marked in order to apply the
adhesive properly.
The glass locating edges are as follows:
a. Left rear side glass (8, Figure 2-1); mark the
front and bottom edge locations.
b. Front left & right side glass (9); mark the rear
and bottom edge locations.
2. Using either a pneumatic knife, or a piano wire
type cutting device, carefully remove all of the
remaining glued-on glass.
N02015 4/00 Truck Cab N2-13

WINDSHIELD & REAR GLASS Installation
Two people are required to remove and install the 1. If the weatherstrip material previously removed is
windshield and rear glass. One inside the cab, and the broken, weathered, or damaged in any way, use
other on the outside. new rubber weatherstrip material.
Special tools are available from local tool suppliers that NOTE: Using a non-oily rubber lubricant on the
are helpful in removing and installing automotive glass. weatherstrip material and cab opening, will make
the following installation easier:
a. Install the weatherstrip around the opening in
Removal the cab for the glass. Start at the lower center
1. Lift windshield wiper arms out of the way if wind- of the cab opening and press the weatherstrip
shield is to be replaced. over the edge of the opening (3 & 4, Figure
2-18).
2. Starting at the lower center of the glass, pull the
b. Continue installing weatherstrip while going all
glass weatherstrip locking lip out (2, Figure 2-18).
the around the opening. When the ends of the
Use a non-oily rubber lubricant and a screwdriver
weatherstrip meet at the starting lower center
to to release the locking lip.
of the cab opening, there must be 0.5 in. of
3. Remove glass from weatherstrip by pushing out overlapping material.
from inside the cab. NOTE: The ends of the weatherstrip material
4. Clean weatherstrip grooves of dirt, sealant etc. Be need to be square-cut to assure a proper fit.
certain perimeter of cab glass opening is clean c. Lift both ends so that they meet squarely, then
and free of burrs etc. while holding ends together, force them back
over the lip of the opening.
2. Lubricate the groove of the weatherstrip where the
glass is to be seated.
a. Lower the glass into the groove along the
bottom of the opening (1 & 4, Figure 2-18).
Note: Two persons should be used for the
following installation:
b. Have one person on the outside of the cab push
in on glass against opening, while the person
inside uses a soft flat tool (plastic knife) and
goes around the glass to work the weatherstrip
over the edge of the glass.
3. After the glass is in place, go around the weath-
erstrip and push in on the locking lip to secure the
glass in the weatherstrip (2, Figure 2-18).
4. If windshield was being replaced, lower wind-
FIGURE 2-18. shield wiper arms/blades back to the glass.
1. Glass 3. Sheet Metal
2. Locking Lip 4. Weatherstrip Material
N2-14 Truck Cab N02015 4/00

CAB COMPONENTS
WINDSHIELD WIPER
The windshield wipers are operated by a 24 volt elec- Motor Installation
tric motor. The wiper can be adjusted for a variable
intermittent delay or a constant low or high speed by 1. Align motor mounting holes with cab bracket.
the switch mounted on the instrument panel. 2. Install mounting screws and washers. Tighten
mounting screws to 16 ft. lbs (22 N.m) torque.
Motor Removal
3. Align linkage with motor output shaft arm and push
1. Lower the access panel (1, Figure 3-1) above the onto retainer. Rotate retainer clockwise until
windshield (3). locked in place.
2. Disconnect motor wiring at the connector. 4. Reconnect motor to cab harness connector.
3. Remove linkage from output shaft retainer (4) by 5. Verify proper operation of wipers.
rotating retainer counterclockwise.
4. Remove screws attaching motor to mounting
bracket and remove motor assembly.
Wiper Arm and Shaft Replacement
Removal
1. Lift wiper arm cover (1, Figure 3-2) and remove
arm retaining nut (2) and spring washer (3).
2. Remove hose. Note position of arm and remove
arm.
3. Remove cap (4), nut (6) and washer (7) from pivot.
4. Remove linkage by releasing retainer (8) (turn
counterclockwise) and removing.
FIGURE 3-2. WIPER ARM DETAIL

FIGURE 3-1. WINDSHIELD WIPER 1. Wiper Arm 5. Pivot shaft
INSTALLATION 2. Nut 6. Nut
3. Spring Washer 7. Washer
1. Access Panel 3. Windshield 4. Cap 8. Retainer
2. Wiper Motor Assembly 4. Retainer
N03011 7/98 Cab Components N3-1

Installation
1. Insert wiper arm pivot shaft (5, Figure 3-2) through
hole in windshield frame and install nut (6) and
washer (7).
2. Install cap (4). Attach linkage to pivot arm by
pressing over retainer (8) and turning retainer
clockwise until locked.
3. Install wiper arm (1) in location noted during
removal and install spring washer (3) and retain-
ing nut (2). Tighten nut to 13 ft. lbs. (17 N.m)
torque.
4. Connect windshield washer hose.
5. Install access panel machine screws.
6. Verify proper operation and arc of wiper arm.
Reposition arm on pivot splines if blade contacts
windshield weatherstrip.
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 3-3) with
a 24 volt electric pump (2).
The washer is controlled by the windshield wiper
switch mounted on the instrument panel and is acti-
vated by pressing the knob. When the switch is acti-
vated, washing solution is pumped through the outlet
hose (3) and fed to a jet located in each of the wind-
shield wiper arms.
Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump from
the control switch. If the pump is inoperable, replace it
with a new pump assembly.
FIGURE 3-3. WINDSHIELD WASHER FLUID
Note: The pump is only available as an assembly and
RESERVOIR AND PUMP
cannot be repaired.
1. Reservoir 3. Outlet Hose
2. Pump 4. Filler Cap
N3-2 Cab Components N03011 7/98

HEATER/AIR CONDITIONER HEATER COMPONENTS
The heater assembly incorporates all the controls nec- NOTE: Figures 3-4 and 3-5 illustrate both the heater
essary for regulating the cab interior temperature; system and air conditioning system parts contained in
heated air during cold weather operation, outside air the cab mounted enclosure. Refer to Section “M” for
during mild temperatures and cooled, de-humidified air additional information regarding air conditioning sys-
during warm weather operation if the optional air con- tem components, maintenance and repair.
ditioning system is installed.
The following information primarily describes the
heater system. Refer to Section M, “Air Conditioning
System” for detailed information concerning the com-
CIRCUIT BREAKERS
plete air conditioning system operation, repair, and
system recharging instructions. Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn key switch ON and verify
OPERATION circuit breaker CB31 (located on Power Distribution
Module behind operator’s seat) and the internal heater
Heat for the cab is provided by passing coolant from
circuit breaker have not opened by verifying +24VDC
the engine cooling system through a heater coil. Blow-
is present on the junction block (24, Figure 3-5).
ers move air across the heating coil which warms the
air for heating or defrosting.
An engine driven freon compressor passes air condi-
tioning system refrigerant through an evaporator coil
mounted in the same enclosure. The same blowers
used for heating move air across the evaporator to
provide cooled air through the outlet vents.
All heater and air conditioner controls are mounted on
a pod on the face of the enclosure.
FIGURE 3-4. CAB HEATER/AIR

CONDITIONER COMPONENTS
1. Enclosure
2. Heater Control Module
3. Water Control Valve
4. A/C Freon Hoses
5. Water Outlet (To Engine)
6. Water Inlet (From Engine Water Pump)
7. Evaporator Coil
8. Heater Coil

HEATER COIL Test
The heater coil (12, Figure 3-5) receives coolant Visually inspect the flapper (8, 26, or 31) and linkage
through the water control valve (44) when HEAT is for the function being diagnosed. Make certain the
selected. If the selection control (19) is placed in flapper is not binding or obstructed, preventing move-
between the red and blue area, or turned counterclock- ment from one mode to the other.
wise to the blue area, coolant flow should be blocked.
Verify voltage is present at the actuator when the
If the heater control module (43) and water valve toggle switch is closed or absent when the toggle
appear to be working properly, yet no heat is apparent switch is opened.
in the heater coil (12), the coil may be restricted.
If voltage is proper, disconnect actuator from flapper
Remove and clean or replace the coil.
and verify actuator force is comparable to a known
(new) actuator. If not, replace with a new actuator.
FAN MOTOR AND SPEED CONTROL

Fan speed is controlled by inserting resistor(s) (29 &
30) in series with the supply circuit to the blower motor
to reduce voltage. The number of resistors in series is FILTER
determined by the position of the fan speed selector
switch. Service
At low speed, 3 resistors are used, at medium speed, Inlet filters (6) in the heater cover and the cab access
1 resistor is used, and for high speed, the full +24VDC panel need periodic cleaning to prevent restrictions in
is supplied to the blower motor, bypassing all resistors. air circulation. The recommended interval for cleaning
and inspection is 250 hours, but in extremely dusty
conditions, the filters may need daily service and in-
Test spection, especially the outer panel filter on the cab
shell. The filter elements should be cleaned with water
If the motor (39) does not operate at any of the speed and dried in a dust free environment before reinstalla-
selections, verify battery voltage is available at the tion. Replace the filter element every 2000 hours or
circuit breakers (refer to electrical schematic, Section sooner if inspection indicates a clogged or damaged
R). If voltage is present, the motor is probably defec- filter.
tive and should be removed and replaced.
If the motor operates at high speed, but does not AIR CONDITIONER COMPONENTS
operate at reduced speed, inspect the resistors for
physical damage or an open circuit. Replace resistors Components installed in the heater housing, unique to
as required. the air conditioner system, are discussed in Section M,
“Air Conditioning System” .
ACTUATORS
Three (3) linear actuators (22, Figure 3-5) are installed
inside the heater housing and are used to actuate the
flappers for the following:
• Defroster outlet
• Bi-level or floor outlets
• Inside or outside air selection
A failure to switch one of the above modes of operation
may be caused by a faulty actuator.

FIGURE 3-5. HEATER/AIR CONDITIONER ASSEMBLY
1. Casing 16. Control Plate 30. Resistor, 24 volt
2. Cover 17. Blower Switch 31. Defroster Flapper
3. Louver 18. Toggle Switch 32. Grommet
4. Adaptor 19. Selection Control 33. Electrical Box Cover
5. Filter Grille 20. Thermostat 34. Blower Mount
6. Air Filter 21. Hose 35. Blower Assembly
7. Filter Holder 22. Actuator 36. Blower Housing
8. Fresh Air Flapper 23. Flapper Bracket 37. Blower Wheel
9. Evaporator Coil 24. Junction Block 38. Venturi
10. Block Valve 25. Relay 39. Blower Motor
11. O-Ring 26. Bi-level Flapper 40. Motor Mount
12. Heater Coil 27. Flapper Bracket 41. Cover Plate
13. Screw 28. Circuit Breaker 42. Wiring Harness
14. Knob 29. Resistor, 12 Volt 43. Heater Control Module
15. Label Overlay 44. Water Control Valve

NOTES

OPERATOR COMFORT
OPERATOR SEAT Installation
The operator’s seat provides a fully adjustable cush- 1. Mount seat assembly to seat riser. Install cap-
ioned ride for the driver’s comfort and ease of opera- screws (11, Figure4-1), lockwashers (12), flat-
tion. washers (13) and nuts (14). Tighten capscrews to
standard torque.
Adjustment 2. Fasten tether straps (10) to floor with capscrews
The following adjustments must be made while sitting (15), flatwashers (16) and lockwashers (17).
in the seat. Tighten capscrews to standard torque.
1. Headrest: headrest (1, Figure 4-1) will move up,

down, fore, or aft by moving headrest to desired
position.
2. Armrests: rotate adjusting knob until armrest is in
desired position.
3. Backrest: Pull control (3) upward and hold, select
backrest angle; release control handle.
4. Front Height and Slope Adjustment of Seat
Cushion:
a. Front height and slope; lift control lever (4) and
hold.
b. Bend knees to move seat to a comfortable
position; release control lever to lock adjust-
ment.
5. Fore/Aft Location of Seat:
a. Raise adjustment lever (5).
b. Move seat to desired position; release lever.
6. Seat Height: Press rocker switch (6) on top to
increase ride height. Press on lower part of rocker
switch to lower ride height.
7 & 8. Air Lumbar Support Each rocker switch (7 or
8) controls an air pillow. Switch (7) controls the
lower air pillow and switch (8) controls the upper
air pillow. To inflate, press on top of rocker switch
and hold for desired support, then release. To
deflate, press on bottom of rocker switch and hold
for desired support, then release. Adjust each FIGURE 4-1. OPERATOR’S SEAT
pillow for desired support. 1. Headrest 9. Seat Belt
2. Armrest Adjustment 10. Seat Tether
3. Backrest Adjustment 11. Capscrew
4. Front Height and Slope 12. Lockwasher
Removal
Adjustment 13. Flatwasher
1. Remove capscrews (11, Figure 4-1) and hardware 5. Fore and Aft Adjustment 14. Nut
that secures the seat base to the riser. Remove 6. Height Adjustment 15. Capscew
capscrews (15) that secures tether (10) to floor. 7. Lower Air Pillow Lumbar Support 16. Flatwasher
8. Upper Air Pillow Lumbar Support 17. Lockwasher
2. Remove seat assembly from cab to clean work
area for disassembly.
N04015 Operator Comfort N4-1

HEATER/AIR CONDITIONER
The heater assembly incorporates all the controls nec-
essary for regulating the cab interior temperature;
heated air during cold weather operation, outside air
during mild temperatures and cooled, de-humidified air
during warm weather operation.
The following information primarily describes the
heater system. Refer to Section M, “Air Conditioning
System” for detailed information concerning the com-
plete air conditioning system operation, repair, and
system recharging instructions.
OPERATION
Heat for the cab is provided by passing coolant from
the engine cooling system through a heater coil. Blow-
ers move air across the heating coil which warms the
air for heating or defrosting.
An engine driven freon compressor passes refrigerant
through an evaporator coil mounted in the same enclo-
sure. The same blowers used for heating move air
across the evaporator to provide cooled air through the
outlet vents.
All heater and air conditioner controls are mounted on
a pod on the face of the enclosure. Refer to Figure 4-2
for the following:
• Defroster Switch (1): This is a 2-position toggle
switch; “down ” is OFF. “Up” provides air flow
through the defroster vents.
• Heat Vent Control Switch (2): This is a 2-position
toggle switch; “down ” is OFF. “Up” provides
heated air flow to the cab floor.
• Fan Control (3); This is a 3-position rotary switch;
rotate knob to select low, medium, or high fan
speed.
• Air Conditioner Temperature Control (4): This is an FIGURE 4-2. HEATER/AIR CONDITIONER
infinitely variable rotary control; rotate counter- CONTROLS
clockwise to reduce cooling, clockwise to increase 1. Defroster Switch 5. Outside/Inside Air
cooling. 2. Heater Control Switch Selector
• Outside/Inside Air Selector(5): This is a 2-position 3. Fan Speed Switch 6. Selection Control
toggle switch; “down” recirculates cab air. “Up” 4. A/C Temperature 7. Outlet Vents
allows outside air to flow through heater or air Control
conditioner coils.
• Selection Control (6): This is a variable rotary con-
trol. Rotating the knob counterclockwise (blue ar-
row) will select increasingly cooler temperatures.
Rotating the knob clockwise (red arrow) selects
increasingly warmer temperatures.
N4-2 Operator Comfort N04015

HEATER COMPONENTS Test
NOTE: Figures 4-3 and 4-4 illustrate both the heater Verify the motor on the water control valve operates
system and air conditioning system parts contained in when the control (6, Figure 4-2) is rotated throughout
the cab mounted enclosure. Refer to Section “M” for the red area. If the motor fails to operate, the heater
additional information regarding air conditioning sys- control module may be defective.
tem components, maintenance and repair. A mechanical defect in the water control valve (3,
Figure 4-3) may allow heated water to pass through the
hose between the valve and the heater core when in
CIRCUIT BREAKERS the off position. Verify the motor in the valve operates
Before attempting to troubleshoot the electrical circuit properly throughout its range from full off to full on. If
in the heater enclosure, turn key switch ON and verify the hose is warm and the heater selector switch is in
circuit breaker CB31 (located on Power Distribution the off position, internal leakage may be present. Also,
Module behind operator’s seat) and the internal heater if the heater core fails to deliver warm air when the
circuit breaker have not opened by verifying + 24VDC engine is at normal operating temperature, the valve
is present on the junction block (24, Figure 4-4). may not be opening properly.
HEATER COIL
HEATER CONTROL COMPONENTS The heater coil receives engine coolant through the
Water Control Valve when HEAT is selected. If the
When the operator adjusts the selection control knob selection control is placed in between the red and blue
(6, Figure 4-2), a signal is sent to the Heater Control area, or turned counterclockwise to the blue area,
Module (2, Figure 4-3). If the operator requests a cooler coolant flow should be blocked.
temperature in the cab (by turning the control counter-
clockwise) the Heater Control Module will close the If the heater control module and water valve appear to
water control valve (3) to block coolant flow through be working properly, yet no heat is apparent in the
the heater coil (8). Turning the knob fully clockwise will heater coil, the coil may be restricted. Remove and
open the valve to allow maximum flow. clean or replace the coil.
FIGURE 4-3. CAB HEATER COMPONENTS
1. Heater Enclosure
2. Heater Control Module
3. Water Control Valve
4. A/C Refrigerant Hoses
5. Water Outlet (to Engine)
6. Water Inlet (from Engine Water Pump)
7. Evaporator Coil
8. Heater Coil

FAN MOTOR AND SPEED CONTROL FILTER
Fan speed is controlled by inserting resistor(s) in series
with the supply circuit to the blower motor to reduce Service
voltage. The number of resistors in series is determined Inlet filters in the heater cover and the cab access panel
by the position of the fan speed selector switch. need periodic cleaning to prevent restrictions in air
At low speed, 3 resistors are used, at medium speed, circulation. The recommended interval for cleaning
1 resistor is used, and for high speed, the full + 24VDC and inspection is 250 hours, but in extremely dusty
is suppplied to the blower motor, bypassing all resis- conditions, the filters may need daily service and in-
tors. spection, especially the outer panel filter on the cab
shell. The filter elements should be cleaned with water
Test and dried in a dust free environment before reinstalla-
tion. Replace the filter element every 2000 hours or
If the motor does not operate at any of the speed sooner if inspection indicates a clogged or damaged
selections, check voltage supplied to the motor. If filter.
approximately 24 volts (at high speed setting) is avail-
able, 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.
AIR CONDITIONER COMPONENTS
Components installed in the heater housing are dis-
cussed in Section M, “Air Conditioning System” .
ACTUATORS
Three (3) linear actuators (22, 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
• Inside or outside air selection
A failure to switch one of the above modes of operation
may be due to a faulty actuator.
Test
Visually inspect the flapper and linkage for the function
being diagnosed. Make certain the flapper is not bind-
ing or obstructed, preventing movement from one
mode to the other.
Verify voltage is present at the actuator when the toggle
switch is closed or absent when the toggle switch is
opened.
If voltage is proper, disconnect actuator from flapper
and verify actuator force is comparable to a known
(new) actuator. If not, replace with a new actuator.

FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY
1. Casing 16. Control Plate 30. Resistor, 24 volt
2. Cover 17. Blower Switch 31. Defroster Flapper
3. Louver 18. Toggle Switch 32. Grommet
4. Adaptor 19. Toggle Switch 33. Electrical Box Cover
5. Filter Grille 20. Thermostat 34. Blower Mount
6. Air Filter 21. Hose 35. Blower Assembly
7. Filter Holder 22. Actuator 36. Blower Housing
8. Fresh Air Flapper 23. Flapper Bracket 37. Blower Wheel
9. Evaporator Coil 24. Junction Block 38. Venturi
10. Block Valve 25. Relay 39. Blower Motor
11. O-Ring 26. Bi-level Flapper 40. Motor Mount
12. Heater Coil 27. Flapper Bracket 41. Cover Plate
13. Screw 28. Circuit Breaker 42. Wiring Harness
14. Knob 29. Resistor, 12 Volt 43. Heater Control Module
15. Label Overlay 44. Water Control Valve

NOTES

OPERATOR CAB CONTROLS
STEERING COLUMN Removal
The steering column and steering wheel used in the 1. Shut down the engine by turning the key switch
Komatsu truck will adjust through a tilt angle to provide “Off” and allow the steering accumulators to
the most comfortable wheel position for all operators. bleed down. Allow at least 90 seconds for bleed
down. Turn the steering wheel to ensure no pres-
Tilt angle is adjusted by pulling the tilt lever (3, Figure sure remains.
5-1) toward the steering wheel and moving the wheel
to the desired position. Releasing the lever will lock the 2. Open the battery disconnect switches.
wheel in one of five positions. 3. Remove the access cover (4, Figure 5-1) from the
The steering column also contains a directional signal front of the cab.
flasher control lever (2) combined with a headlight high 4. Disconnect the wire harness from the steering
and low beam selector switch. A right turn is signaled column at the connector.
by raising the lever, and a left turn by lowering the
lever. Indicator lights located above the speedometer 5. Remove screws retaining seal retainer plates (8)
and tachometer will flash to indicate the turn direction where steering column enters the instrument
selected. To select the headlight low beams, pull the panel. Remove both retainer plates.
lever (2) toward the steering wheel. To select high 6. Remove the four capscrews and washers (7) at
beams, pull the lever again. An indicator light mounted the mounting bracket. (Access to these cap-
between the turn indicators will illuminate when high screws is from outside the cab, through the ac-
beams are selected. The horn is controlled by pressing cess opening.)
the button in the center of the steering wheel.
7. Lift the steering column to disengage the column
from the steering shaft (6), and lift out of the
instrument panel.
Installation
1. With the steering column tilted at approximately
45°, insert the lower end of the column into the
opening in the instrument panel.
2. Position the steering shaft (6) on the steering
control valve (5) and align the splines with the
steering column shaft splines.
3. Position steering column mounting holes over
tapped holes in mounting bracket and in align-
ment with steering control valve.
4. Install four capscrews (7), lockwashers, and hard-
ened flat washers through steering column
mounts. Tighten to 25 ft. lbs. (33.9 N.m) torque.
Check for proper steering wheel rotation without
binding. If binding occurs, realign column by loos-
ening mounting capscrews and adjusting column
in the slotted mounting holes.
5. Position the steering column seal (8) and install
the seal retainer halves.
FIGURE 5-1. STEERING COLUMN INSTALLATION 6. Connect the column wire harness to the instru-
1. Steering Column 5. Steering Control Valve ment panel harness.
2. Turn Signal/Dimmer 6. Shaft
7. Reinstall access cover on front of cab and close
3. Tilt Lever 7. Capscrews & Washers
battery disconnect switches.
4. Access Cover 8. Seal & Retainers
N05036 Operator Cab Controls N5-1

FIGURE 5-2. CAB INTERIOR - OPERATOR VIEW
1. Steering Wheel 7. Instrument Panel 13. Warning/Status Indicator Lights
2. Retarder Control Lever 8. Grade/Speed Chart 14. Payload Meter Download Connector
3. Retarder/Service Brake Pedal 9. Radio Speakers 15. Payload Meter II
4. Throttle/Accelerator Pedal 10. Warning Alarm Buzzer 16. Air Cleaner Vacuum Gauges
5. Heater/Air Conditioner Vents 11. Radio, AM/FM Stereo, Cassette 17. Windshield Wipers
6. Heater/Air Conditioner Controls 12. Warning Lights Dimmer Control
N5-2 Operator Cab Controls N05036

STEERING WHEEL AND CONTROLS
The steering wheel (1, Figure 5-3) will telescope “in”
and “out” and adjust through a tilt angle to provide a
comfortable wheel position for most operators.
HORN BUTTON
The horn (2, Figure 5-3) is actuated by pushing the
button in the center of the steering wheel. Operation
of the horn should be verified before moving the truck.
Observe all local safety rules regarding the use of the
horn as a warning signal device before starting engine
and moving the vehicle.
TELESCOPE LOCK RING

The Telescope Lock Ring (3, Figure 5-3) around the
horn button locks/unlocks the telescoping function of
the steering column. Rotating the ring 90° - 180°
counterclockwise (L.H. rotation), releases the column
FIGURE 5-3. STEERING WHEEL AND CONTROLS
to move “in” or “out”. Rotating the ring clockwise (R.H.
rotation), locks the column in the adjusted position.
TILT WHEEL LEVER DYNAMIC RETARDING

Adjust the tilt of the steering wheel by pulling the tilt Dynamic Retarding is a braking torque (not a brake)
adjustment lever (4, Figure 5-3) toward the steering produced through electrical generation by the wheel-
wheel and moving the wheel to the desired angle. motors when the truck motion (momentum) is the
Releasing the lever will lock the wheel in the desired propelling force.
location.
For normal truck operation, Dynamic Retarding
should be used to slow and control the speed of
TURN SIGNAL / HEADLIGHT DIMMER
the truck.
The Turn Signal Lever (5, Figure 5- 3) is used to
Dynamic retarding is available in “FORWARD/RE-
activate turn signal lights and to select either high or
VERSE” at all truck speeds above 0 mph/kph; how-
low headlight beams.
ever, as the truck speed slows below 3 mph (4.8 kph),
the available retarding force may not be effective. Use
Move the lever upward to signal a turn
the service brakes to bring the truck to a complete stop.
to the right.
Dynamic retarding will not hold a stationary truck on

An indicator in the top, center of the instrument an incline; use the parking brake or wheel brake lock
panel will illuminate to indicate turn direction se- for this purpose.
lected.
Dynamic retarding is available in NEUTRAL only
Refer to INSTRUMENT PANEL & INDICATOR
when truck speed is above 3 mph (4.8 kph).
LIGHTS.
When Dynamic Retarding is in operation, the engine
Move the lever downward to signal a RPM will automatically go to an advance RPM retard
turn to the left. speed setting. This RPM will vary depending on the
temperature of several components in the electrical
system.
Moving the lever toward the steering wheel
Dynamic Retarding will be applied automatically, if
changes Headlight beam.
the speed of the truck obtains the maximum speed
When high beams are selected, the
setting programmed in the control system software.
indicator in the top, center of the instru-
ment panel will illuminate.

When Dynamic Retarding is activated, an indicator For normal truck operation, Dynamic Retarding (lever
light in the Overhead Display will illuminate. or foot-operated pedal) should be used to slow and
control the speed of the truck.
RETARDER CONTROL LEVER
Service brakes should be applied only when dynamic
The Retarder Control Lever (6, Figure 5-3) mounted retarding requires additional braking force to slow the
on the right side of the steering column can be used to truck speed quickly, or when bringing the truck to a
modulate retarding effort. The lever will command the complete stop.
full range of retarding and will remain at a fixed position
when released.
a. When the lever is rotated to full “Up” (counter- ACCELERATOR (THROTTLE) PEDAL
clockwise) position, it is in the “Off/No Retard”
The Accelerator Pedal (Throttle) Pedal (4, Figure 5-2)
position.
is a foot-operated pedal which allows the operator to
b. When the lever is rotated to full “Down” (clock- control engine RPM, depending on pedal depression.
wise) position, it is in the full “On/Retard” position.
It is used by the operator to request torque from the
c. For long downhill hauls, the lever may be posi- motors when in Forward or Reverse. In this mode, the
tioned to provide a desired retarding effort, and it propulsion system controller commands the correct
will remain where it is positioned. engine speed for the power required. In Neutral, this
NOTE: The Retarder Control Lever must be ro- pedal controls engine speed directly.
tated back to the “Off” position before the truck
will resume the PROPEL mode of operation.
The lever and foot-operated Retarder/Service Brake Starting on a Grade With a Loaded Truck
pedal can be used simultaneously or independently.
Initial propulsion with a loaded truck should begin from
The Propulsion System Controller (PSC) will deter-
a level surface whenever possible, but when there are
mine which device is requesting the most retarding
circumstances where starting on a hill or grade cannot
effort and apply that amount.
be avoided, use the following procedure:
1. Fully depress the foot-operated retarder/service
brake pedal (DO NOT use retarder lever) to hold
DYNAMIC RETARDER/SERVICE BRAKE PEDAL
the truck on the grade. With service brakes fully
The Dynamic Retarder/Service Brake Pedal (3, Figure applied, move the selector switch to a drive posi-
5-2) is a single, foot-operated pedal which controls tion (Forward/Reverse) and increase engine
both retarding and service brake functions. The first RPM with throttle pedal.
portion of pedal travel commands retarding effort
2. As engine RPM approaches maximum, and op-
through a rotary potentiometer. The second portion of
erator senses propulsion effort working against
pedal travel modulates service brake pressure directly
the brakes, release the brakes and let truck move-
through a hydraulic valve. Thus, the operator must
ment start. Be sure to completely release the
first apply, and maintain, full dynamic retarding in order
foot-operated retarder/service brake pedal. As
to apply the service brakes. Releasing the pedal re-
truck speed increases above 3-5 MPH (5-8 KPH)
turns the brake and retarder to the “off” position.
the Propulsion System Control (PSC) will drop
When the pedal is partially depressed, the dynamic propulsion if the retarder is still applied.
retarding is actuated. As the pedal is further de- Releasing and reapplying dynamic retarding dur-
pressed, to where dynamic retarding is fully applied; ing a hill start operation will result in loss of
the service brakes (while maintaining full retarding) are propulsion and, if truck speed is above 1-2 MPH,
actuated through a hydraulic valve which modulates application of retarding effort.
pressure to the service brakes. Completely depress-
ing the pedal causes full application of both dy-
namic retarding AND the service brakes. An
indicator light in the overhead panel (B3, Figure 5-6)
will illuminate ), and an increase in pedal resistance
will be felt when the Service Brakes are applied.

HEATER / AIR CONDITIONER VENTS
The operator has complete control of the air flow in the
cab. The heater/air conditioner vents (5, Figure 5-2)
are a flapper type which may be individually opened or
closed and may be rotated 360° for optimum air flow.
There are four (three not shown) across the top of the
panel, two in front of the operator (one each in right
and left panel modules), and four below the panel.
INSTRUMENT PANEL
The Instrument Panel (7, Figure 5-2) includes a wide
variety of switches, gauges, and indicators. Refer to
INSTRUMENT PANEL AND INDICATOR LIGHTS, for
a detailed description of function and location of these
components.
GRADE/SPEED CHART
The Grade/Speed chart (8, Figure 5-2 & shown here)
provides the recommended MAXIMUM truck speeds
for descending various grades with a fully loaded truck.
The operator should reference this chart before de-
scending any grade with a loaded truck. Proper use of
Dynamic Retarding will maintain a safe speed.
Two lists are provided, one a continuous rating and the
second a short-term (3-minute) rating. Both lists are
matched to a truck at maximum Gross Vehicle Weight. The “three-minute” curve is a minimum and the actual
time limit could be greater. Ambient temperature, baro-
The continuous numbers on the chart indicate the metric pressure and recent motor power levels can
combination of speeds and grades which the vehicle affect this number.
can safely negotiate for unlimited time or distance.
The three-minute rating will successfully accommo-
The short-term (3-minute) numbers listed on the chart date most downhill loaded hauls. It is necessary to
indicate the combination of speeds and grades which divide haul road grade segment length by allowable
the vehicle can safely negotiate for three minutes. speed to determine actual time on grade. If actual time
These speeds are faster than the continuous values, on grade exceeds the allowable amount, the grade will
reflecting the thermal capacity of various system com- need to be negotiated at the continuous speed.
ponents. System components can accept heating at a
higher-than-continuous rate for a short period of time
beyond which the system would become over-tem- DO NOT exceed these recommended MAXIMUM
perature. speeds when descending grades with a loaded truck.
If the vehicle is operated at short-term grade and This decal may change with OPTIONAL truck equip-
speed limits for a period of time greater than three ment such as: wheelmotor drive train ratios, retarder
minutes, the retarding effort may begin to reduce, grids, tire sizes, etc.
resulting in vehicle acceleration. The service brakes ALWAYS refer to this decal in the operator’s cab,
are available to slow the truck within the continuous and follow these recommendations for truck operation.
level. This reduction in retarding effort will be gradual
as the vehicle moves from the short-term limits to the
continuous limits.

RADIO SPEAKERS WINDSHIELD WIPERS
Radio Speakers (9, Figure 5-2) for the AM/FM Stereo The windshield wipers (13, Figure 5-2) are powered by
radio are located at the far left and right of the overhead an electric motor. Refer to INSTRUMENT PANEL
panel. AND INDICATOR LIGHTS, for a location and descrip-
tion of the windshield wiper and washer controls.
WARNING ALARM BUZZER

PAYLOAD METER
This alarm (10, Figure 5-2) will sound when activated
by any one of several truck functions. The Payload Meter (15, Figure 5-2) and Download
Refer to INSTRUMENT PANEL AND INDICATOR Connector (14) is used to provide management with
LIGHTS, for a detailed description of functions and operational data such as tonnage hauled and cycle
indicators that will activate this alarm. times. Refer to Section M, Optional Equipment, for a
more complete description of the payload meter and
its functions.
CAB RADIO (OPTIONAL)

This panel will normally contain an AM/FM Stereo
AIR CLEANER VACUUM GAUGES
radio (11, Figure 5-2). Refer to Optional Equipment,
Section 5, of the Operation and Maintenance Manual The air cleaner vacuum gauges
for a more complete description of the radio and its (16, Figure 5-2) provide a continu-
functions. ous reading of maximum air
Individual customers may use this area for other cleaner restriction reached during
purposes, such as a two-way communications radio. operation. The air cleaner(s)
should be serviced when the
gauge(s) shows the following
maximum recommended restric-
STATUS / WARNING INDICATOR LIGHT tion:
PANEL
Cummins QSK-60C Engine: 25 inches of H2O vac-
This panel (12, Figure 5-2) contains an array of indica- uum.
tor lights to provide the operator with important status
messages concerning selected truck functions. Refer
NOTE: After service, push the reset button on face of
to INSTRUMENT PANEL AND INDICATOR LIGHTS,
gauge to allow the gauge to return to zero.
for a detailed description of these indicators.

CENTER CONSOLE
The Center Console (1, Figure 5-4) contains:

(1) Center Console
(2) F-N-R Selector Switch
(3) Hoist Control Lever
(4) Ash Tray
(5) Cigar/Cigarette Lighter
(6) L.H. Window Control Switch
(7) R.H. Window Control Switch
(8) Engine Shutdown Switch
(9) Override/Fault Reset Switch
(10) BLANK - NOT USED on this truck
(11) RSC “Off/On” Switch
(12) Retarder Speed Control Dial
(13) Propulsion System Controller (PSC)
Diagnostic Port
(14) Engine Diagnostic Port (3 Pin)
(15) Truck Control Interface (TCI)
Diagnostic Port
(16) Passenger Seat
(mounted on top of the right hand
portion of the Console structure)
(17) Engine Diagnostic Port (9 Pin)
F-N-R SELECTOR SWITCH

FIGURE 5-4. CENTER CONSOLE
The Selector Switch (2, Figure 5-4) is mounted on a

console to the right of the operator’s seat. It is a three
position switch which controls the Forward-Neutral-
Reverse motion of the truck. When the Selector Switch
handle is in the center “N” position, it is in “Neutral”.
The handle must be in Neutral to start the engine.
The operator can select Forward drive by

moving the handle forward.
Reverse drive can be selected by moving

the handle to the rear.
The truck should be stopped before the selector

handle is moved to a drive position.

HOIST CONTROL LEVER ASH TRAY
The hoist control (3, Figure 5-4) is a four position The Ash Tray(4, Figure 5-4) is used for extinguishing
hand-operated lever located between the operator and depositing smoking materials. DO NOT use for
seat and the Center Console (see illustration below). flammable materials, such as paper wrappers, etc.
Be certain that all fire ash is extinguished!
LIGHTER
The LIGHTER (5, Figure 5-4) may be used for lighting
cigars/cigarettes.
Always use CAUTION with smoking materials!.
This socket may also be used for a 12 VDC power
supply.
L.H. WINDOW CONTROL SWITCH

This switch (6, Figure 5-4) is spring-loaded to the
“OFF” position.
Pushing the front of the switch raises the left side
cab window.
Pushing the rear of the switch lowers the window.
To Raise dump body:
1. Pull the lever to the rear to actuate hoist circuit. R.H. WINDOW CONTROL SWITCH
(Releasing the lever anywhere during “hoist up”
will place the body in “hold” at that position.) This switch (7, Figure 5-4) is spring-loaded to the
“OFF” position.
2. Raise engine RPM to increase hoist speed.
Pushing the front of the switch raises the right side
3. Reduce engine RPM as the last stage of the hoist cab window.
cylinders begin to extend and then let the engine
go to low idle as the last stage reaches half-ex- Pushing the rear of the switch lowers the window.
tension.
4. Release hoist lever as the last stage reaches full
extension. ENGINE SHUTDOWN SWITCH
5. After material being dumped clears the body, This switch (8, Figure 5-4) is used for engine
lower the body to frame. shutdown by depressing this button and
holding it until engine stops.
Refer to “OPERATING INSTRUCTIONS, DUMPING”,
Section 3, of the Operation and Maintenance Manual Use this switch to shutdown engine if en-
for more complete details concerning this control gine does not shutdown by turning off keyswitch, or to
shutdown engine without turning off 24 VDC electric
To lower body: circuits.
Move hoist lever forward to “down” position and re-

lease. Releasing the lever places hoist control valve in There is also a ground level engine shutdown switch
the “float” position allowing the body to return to frame. on the left front frame rail behind the ladder.

OVERRIDE /FAULT RESET SWITCH RETARD SPEED CONTROL (RSC) ADJUST DIAL
The RSC Adjust Dial (12, Figure 5-4) allows the opera-
T h i s p u s h - b u t t on
tor to vary the downhill truck speed that the Retard
switch (9, Figure 5-4)
Speed Control system will maintain when descending
is spring-loaded to the
a grade. This function can be overridden by either the
“OFF” position.
accelerator, retard lever, or retard pedal.
When pushed in and
held, this switch may be used for several functions. When the dial is rotated counterclockwise
toward this symbol, the truck will descend
1. This switch permits the operator to override the
a grade at lower speeds.
“body-up” limit switch and move the truck forward
when the Selector Switch is in Forward, the dump
body is raised, and the brakes are released. When the dial is rotated clockwise toward
this symbol, the truck speed will increase.
Use of the override switch for this purpose is
intended for emergency situations only!
ALWAYS refer to the Grade/Speed decal in the
operator’s cab, and follow the recommendations for
2. The push button deactivates the retard pedal truck operation. DO NOT exceed these recommended
function when speed of truck is below 3 mph (4.8 MAXIMUM speeds when descending grades with a
kph). loaded truck.
3. The override switch is also used to reset an Throttle pedal position will override RSC setting. If
electric system fault when indicated by a red operator depresses throttle pedal to increase truck
warning light (Refer to “Instrument Panel And speed, Dynamic Retarding will not come on unless
Indicator Lights”, Overhead Warning / Status truck overspeed setting is reached or foot operated
panel). retard pedal is used. When throttle pedal is released
and RSC switch is “On”, Dynamic Retarding will come
on at, or above, the RSC dialed speed and will adjust
truck speed to, and maintain, the dialed speed.
To adjust RSC control, pull switch (11) “On” and start
with dial (12) rotated toward fastest speed while driving
truck at desired maximum speed. Relax throttle pedal
10, FIGURE 5-4 - BLANK
to let truck coast and turn RSC Adjusting Dial slowly
This position is not used for the counterclockwise until Dynamic Retarding is activated.
930E. Dynamic Retarding will now be activated automatically
anytime the “set” speed is reached, the RSC switch is
In some other truck models, this
“On”, and throttle pedal is released.
position is used for an Engine Idle
Switch. With RSC switch “On” and dial adjusted, the system
will function as follows: As truck speed increases to the
“set” speed and throttle pedal released, Dynamic Re-
tarding will apply. As truck speed tries to increase, the
RETARD SPEED CONTROL (RSC) amount of retarding effort will automatically adjust to
“OFF/ON” SWITCH "IN" "OFF" keep the selected speed. When truck speed de-
The Retard Speed Control Switch creases, the retarding effort is reduced to maintain the
(11, Figure 5-4) turns the system selected speed. If truck speed continues to decrease
“OFF” or “ON”. Push the knob to approximately 3 mph (4.8 kph) below “set” speed,
“IN” to turn “OFF” and pull the Dynamic Retarding will turn off automatically. If truck
knob “OUT” to turn the system speed must be reduced further, the operator can turn
"OUT" "ON"
“ON”. the Adjust Dial to a new setting or depress the foot
operated retard pedal.
If the operator depresses the foot operated retard
pedal and the retard effort called for is greater than that
from the automatic system, the foot pedal retard will
override RSC.

PSC DOWNLOAD PORT TCI DOWNLOAD PORT
This connector (13, Figure 5-4) is for use by qualified This connector (15, Figure 5-4) is for use by qualified
personnel to access diagnostic information for the personnel to access the Truck Control Interface (TCI)
Propulsion System Controller (PSC). diagnostic information and data.
ENGINE DIAGNOSTICS DOWNLOAD PORT PASSENGER SEAT

This connector (14, Figure 5-4) is for use by qualified The Passenger Seat (16, Figure 5-4) is mounted on
personnel to access the diagnostic information for the top of the right hand portion of the Center Console
engine control system. structure.
The area beneath the passenger seat provides a cabi-
net for various 24 VDC electrical components.
ENGINE CONTROL SYSTEM

This 9-PIN connector (17, Figure 5-4) is for use by
qualified personnel to access the diagnostic informa-
tion for the Engine Control System. (QUANTUM on
Cummins engines.)

INSTRUMENT PANEL AND INDICATOR LIGHTS
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 This symbol when it appears on an

with another symbol. This symbol indicator or control identifies that
identifies the “Off” position of a this indicator or control is NOT
switch or control. used.
This symbol may be used alone or This symbol identifies a rotary con-
with another symbol. This symbol trol or switch. Rotate the knob
identifies the “On” position of a clockwise or counterclockwise for
switch or control. functions.
This symbol identifies a switch

This symbol identifies the “Pushed-
used to test or check a function.
In” position of a push-pull switch or
Press the switch on the side near
control.
the symbol to perform the test.
This symbol identifies the “Pulled-

Out” position of a push-pull switch
or control.
INSTRUMENT PANEL (Figure 5-5)

The operator must understand the function and opera-
tion 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.
N05036 03/01 Operator Cab Controls N5-11

FIGURE 5-5. PANEL GAUGES, INDICATORS, AND CONTROLS
1. Keyswitch 15. Right Turn Signal Indicator Light
2. Engine Shutdown Switch with Timer Delay 16. High Beam Headlight Indicator Light
3. Backup Light Switch (N./O.) 17. Left Turn Signal Indicator Light
4. Ladder Light Switch (3 - Way) 18. Digital Speedometer
5. Fog Light Switch (N./O.) 19. Voltmeter Gauge
6. Panel Illumination Light(s) 20. Engine Oil Pressure Gauge
7. Vent(s) - Cab Air Conditioner/Heater 21. Engine Water Temperature Gauge
8. Not used on 930E 22. Fuel Gauge
9. Rotating Beacon Light Switch (N./O.) (Optional) 23. AC Drive System Temperature
10. Heated Mirror Switch (N./O.) (Optional) 24. Engine Hourmeter
11. Not used on 930E 25. Hydraulic/Brake Oil Temperature
12. Wheel Brake Lock Switch (N./O.) 26. AC REST Switch
13. Parking Brake Switch (N./O.) 27. Headlights Switch (N./O.)
14. Digital Tachometer 28. Wiper / Washer Switch
29. Panel Illumination Lights Dimmer Rheostat
WIRE NUMBERS
1. 712/21PB/11S 11. 71/79M/SPR55/79H/72F/SPR54 21. 712D/31TS/710/49
2. 11S/11TD/11R 12. 712BL/52B/39H/710/SPR59 22. 712D/38G/710/49
3. 712/47S/47L/710 13. 71/52C/21PB/21 23. 15V/72MT/49/710
4. 11L/48A/48B 14. 41TS/74X/74Z/710 24. 11L/36
5. 11L/48F 15. 45R/710 25. 15V/34BT/710/49
6. 49/710 16. 41H/710 26. 710/72RQ
7. N/A 17. 45L/710 27. 11D/41L/41TS
8. 712/28E 18. 41TS/77/77A/710 28. High 66S/Low 66L/710/66P Park/
9. 11L/11RB 19. 712D/710/49 712W / Washer 66
10. 712/69M/SPR56/SPR57/SPR58 20. 712D/31PS/710/49 29. 49/41TS
N5-12 Operator Cab Controls N05036 03/01

PANEL GAUGES, INDICATORS, AND CONTROLS (Figure 5-5)
KEY SWITCH Normal Engine Shutdown

The key switch (1, Figure 5-5) is a three position (Off, 1. Stop truck. Reduce engine RPM to low idle. Place
Run, Start) switch. Selector Switch in “Neutral” and apply Parking
Brake switch.
2. Place REST switch in “On” position (put drive
system in “REST” mode of operation). Refer to
discussion of REST SWITCH (26, Figure 5-5).
3. Allow engine to cool gradually by running at low
idle for 3 to 5 minutes or use the Engine Shutdown
with Timer Delay as described on the following
page.
4. With truck stopped and engine cooled down, turn
keyswitch counterclockwise to “Off” for normal
shutdown of engine. If engine does not shutdown
with keyswitch, use Engine Shutdown Switch on
center console (see “Operator Controls” section)
and hold this switch down until engine stops.
5. With keyswitch “Off”, and engine stopped, wait at
Starting
least 90 seconds. Insure steering circuit is com-
When the switch is rotated one position clockwise, it is pletely bled down by turning steering wheel back
in the “Run” position and all electrical circuits (except and forth several times. No front wheel movement
“Start”) are activated. will occur when hydraulic pressure is relieved.
1. With Selector Switch in “Neutral”, rotate 6. Verify all the LINK VOLTAGE lights turn off within
keyswitch fully clockwise to “Start” position, and 5 minutes after the engine is shut down. (One is
hold this position until engine starts. located in cab, behind the operator seat, two
“Start” position is spring-loaded to return to “Run” others are located in the access panel at the left
when key is released. front corner of the electrical cabinet.) If lights
remain on, refer to Section “E” for additional
2. After engine has started, place REST switch in
instructions and information.
“Off” position (de-activate the “REST” mode of
operation). Refer to discussion of REST SWITCH 7. Close and lock all windows, remove key from
(26, Figure 5-5). keyswitch and lock cab to prevent possible un-
authorized truck operation. Dismount truck prop-
erly.
Cold Weather Starting
Do not crank an electric starter for more than NOTE: A ground level shutdown switch is located on
30 seconds at a time. lower front left side of truck.
Allow two minutes for cooling before attempting
to start engine again.
Severe damage to starter motor can result from
overheating.

ENGINE SHUTDOWN SWITCH, with 5 Minute Idle 2. With keyswitch “Off”, and engine stopped, wait at
Timer delay least 90 seconds. Insure steering circuit is com-
This switch (2, Figure 5-5) is a
and forth several times. No front wheel movement
3-position rocker-type switch
will occur when hydraulic pressure is relieved.
(Off-On-Momentary). The switch
activates a timer circuit that auto- 3. Verify all the LINK VOLTAGE lights turn off within
matically shuts down the engine 5 minutes after the engine is shut down. (One is
after a 5 minute cooling period at located in cab, behind the operator seat, two
low idle. others are located in the access panel at the left
front corner of the electrical cabinet.) If lights
remain on, refer to Section “E” for additional
Operation instructions and information.
1. Stop truck. Reduce engine RPM to low idle. Place 4. Close and lock all windows, remove key from
Selector Switch in “Neutral” (see OPERATOR keyswitch and lock cab to prevent possible un-
CONTROLS) and apply Parking Brake switch. authorized truck operation. Dismount truck prop-
Place REST switch in “On” position (put drive erly.
system in “REST” mode of operation). Refer to
discussion of REST SWITCH (26, Figure 5-5).
a. Press top of switch to the “On” (center posi-
tion), then press firmly to the “Momentary”
(upper position) and hold briefly to activate the MANUAL BACKUP SWITCH
5 Minute Idle Timer (switch is spring-loaded to The Manual Backup Switch (3,
return to “On” position when released). At the Figure 5-5) allows backup lights to
same time, while holding the “Momentary” be turned “On” providing added
switch position, turn the keyswitch counter- visibility and safety when the Se-
clockwise to the OFF position. lector Switch (see Operator Con-
trols) is not in “REV” position.
When the SWITCH is pressed to-
ward the “on” position, the MAN-
UAL BACK UP LIGHT indicator (B4, Overhead Panel,
Figure 5-6) will be illuminated.
The engine WILL NOT SHUT DOWN if the
keyswitch is not turned OFF as described above.
LADDER LIGHT SWITCH
NOTE: To cancel the 5 Minute Idle Timer sequence,
press Timer Delay Shutdown switch to the OFF (lower) The switch (4, Figure 5-5) turns
position. the ladder lights “On” or “Off” after
or before using ladder. Pressing
• If the keyswitch is in the OFF position, the engine
the top of the rocker switch turns
will stop.
the lights “On”. Pressing the bot-
• If the keyswitch is in the ON position, the engine tom of the switch turns the lights
will continue to run. “Off”. Another switch is mounted
at the front left of truck near the base of ladder.
b. When the Engine Shutdown Timer has been
FOG LIGHTS (OPTIONAL)
activated, the Timer Delay indicator light (C4,
Figure 5-6) in the overhead status panel will
Fog Lights (5, Figure 5-5) are op-
illuminate to indicate that the shutdown timing
tional equipment that are useful in
sequence has been started. The engine will
foggy conditions and heavy rain.
continue to run at Idle RPM for approximately
Pressing the top of the rocker
5 minutes to allow for proper engine cool-down
switch turns the lights “On”. Press-
before stopping.
ing the bottom of the switch turns
the lights “Off”.

PANEL ILLUMINATION LIGHTS WHEEL BRAKE LOCK CONTROL
These lights (6, Figure 5-5) provide illumination for the The Wheel Brake Lock (12, Figure 5-5)
instrument panel. Brightness is controlled by the panel should be used with engine running for
light dimmer switch (28). dumping and loading operations only. The
brake lock switch actuates the hydraulic brake system
CAB AIR CONDITIONER / HEATER VENTS which locks the rear wheel service brakes only.
When pulling into shovel or dump area, stop the truck
These Vents (7, Figure 5-5) are spherically mounted
using the foot-operated service brake pedal. When
and may be directed by the operator to provide the
truck is completely stopped and in loading position,
most comfortable cabin air flow.
apply the brake lock by pressing the rocker switch
toward the “On” symbol. To release, press the rocker
switch toward the “Off”symbol.
(8, Figure 5-5) NOT USED ON 930E
Use at shovel and dump only to hold truck truck in
position.
ROTATING BEACON LIGHT SWITCH (OPTIONAL)
The OPTIONAL Rotating Beacon
Light (9, Figure 5-5), is activated by
this rocker-type switch (if equipped)
when it is pressed toward the “On”
position.
HEATED MIRROR SWITCH Do not use this switch to stop truck, unless foot-
(OPTIONAL) operated treadle valve is inoperative. Use of this
The OPTIONAL Heated Mirror (10, switch applies rear service brakes at full, unmodu-
Figure 5-5), is activated by this lated pressure!
rocker-type switch (if equipped) Do not use brake lock for parking. With engine
when it is pressed toward the “On” stopped, hydraulic pressure will bleed down, al-
position. lowing brakes to release!
PARKING BRAKE CONTROL

The Parking Brake (13, Figure 5-5) is spring
applied and hydraulically released. It is de-
signed to hold a stationary truck when the
(11, Figure 5-5) NOT USED ON 930E engine is shutdown and keyswitch is turned “Off”. The
truck must be completely stopped before applying the
parking brake, or damage may occur to parking brake.
To apply the parking brake, press the rocker switch
toward the “On” symbol. To release the parking brake,
press the rocker switch toward the “Off”symbol. When
the keyswitch is “On” and Parking Brake switch is
applied, the Parking Brake indicator light (A3, Over-
head Panel, Figure 5-6) will be illuminated.
NOTE: Do not use the parking brake at shovel or
dump. With keyswitch “on” and engine running, sud-
den shock caused by loading or dumping could cause
the system’s motion sensor to RELEASE the park
brake.

TACHOMETER VOLTMETER
The tachometer (14, Figure 5-5) registers engine The voltmeter (19, Figure 5-5) indi-
crankshaft speed in hundreds of revolutions per min- cates the voltage of the 24V battery
ute (RPM). system. Normal indicated voltage at
high RPM is 27 to 28 volts with bat-
Governed RPM (Cummins QSK60-C Engine):
teries in fully charged condition.
Low Idle - 600 RPM When keyswitch (10) is “On” and
High Idle - 1900 RPM engine is NOT running, voltmeter in-
Full Load - 1910 RPM dicates battery charge condition.
RIGHT TURN SIGNAL INDICATOR ENGINE OIL PRESSURE GAUGE

This light (15, Figure 5-5) illumi-
nates to indicate the right turn sig- The engine oil pressure gauge
nals are operating when the turn (20, Figure 5-5) indicates pressure
signal lever on the steering column in the engine lubrication system in
is moved upward. Moving the lever pounds per square inch (psi).
to its center position will turn indica- Normal operating pressure
tor “Off”. after engine warm up should be:
Idle - 20 psi (138 kPa) Minimum
Rated Speed - 45 to 70 psi (310 - 483 kPa)
HIGH BEAM INDICATOR
The high beam indicator (16, Figure WATER TEMPERATURE GAUGE

5-5) when lit, indicates that the truck The water temperature gauge (21,
headlights are on “High” beam. To Figure 5-5) indicates the tempera-
switch headlights to “High” beam, ture of the coolant in the engine
push the turn indicator lever away cooling system. The temperature
from steering wheel. For “Low” range after engine warm-up and
beam, pull lever toward the steering truck operating under normal condi-
wheel. tions should be:
185°-207°F (85°-97°C)
LEFT TURN SIGNAL INDICATOR
This light (17, Figure 5-5) illumi-
nates to indicate the left turn signals FUEL GAUGE
are operating when the turn signal
lever on the steering column is The fuel gauge (22, Figure 5-5) indi-
moved downward. Moving the lever cates how much diesel fuel is in the
to its center position will turn indica- fuel tank.
tor “Off”. The fuel tank capacity is
1200 gallons (4542 liters).
SPEEDOMETER
The speedometer (18, Figure 5-5) indicates the truck
speed in miles per hour (MPH), or with OPTIONAL
speedometer, it may indicate truck speed in kilometers
per hour (KPH).

AC DRIVE SYSTEM TEMPERATURE GAUGE REST SWITCH
The “REST” switch (26,
The AC Drive System Temperature
Figure 5-5) is a “rocker”
Gauge (23, Figure 5-5) indicates
type switch with a locking
the drive system temperature.
device for the OFF (left
There are three colored bands:
side) position. When in
Green; Yellow; and Red. Green in-
this position, a small black
dicates “Normal” operation.
tab must be pushed to the
left to unlock the switch before it can be depressed to
Yellow indicates the system temperature is rising.
switch to the ON (right side) position. When in the ON
There is also an amber (yellow) “temperature warning”
position, an internal amber lamp will illuminate. It
light in the overhead panel (C5, Figure 5-6) that will
should be activated to de-energize the AC Drive
illuminate when the temperature exceeds a certain
System whenever the engine is to be shutdown, or the
level. When this condition occurs, the operator should
truck parked for a length of time with the engine
consider changing truck operation in order to reduce
running.
system temperature.
The Selector Switch must be in neutral and the vehicle
If the AC Drive System Temperature should reach the
not moving to enable this function. This will allow the
Red band, continued operation could damage compo-
engine to continue running while the AC Drive System
nents in the system.
is de-energized.
Safely stop truck, shutdown engine, and notify
maintenance personnel immediately.
HOURMETER
Activation of the “REST” switch alone does NOT
The hourmeter (24, Figure 5-5) reg- completely ensure that the Drive System is safe to
isters the total number of hours the work on.
engine has been in operation. Refer to Safety Procedures, and check all “LINK-
ON”, or “LINK ENERGIZED”, indicator lights to
verify the AC DRIVE system is DE-ENERGIZED
HYDRAULIC OIL before before performing any maintenance on the
TEMPERATURE GAUGE Drive System.
DO NOT ACTIVATE THE REST SWITCH WHILE
The Hydraulic Oil Temperature
THE TRUCK IS MOVING!
Gauge (25, Figure 5-5) indicates oil
The truck may unintentionally enter the REST
temperature in the hydraulic tank.
mode after stopping.
There are two colored bands:
Green, and Red.
An amber (yellow) indicator light in
Green indicates “Normal” operation.
the overhead panel (B6, Figure 5-
6) will illuminate when the “REST”
Red indicates high oil temperature in the hydraulic
state has been requested and en-
tank. Continued operation could damage components
tered.
in the hydraulic system. There is also a RED “tempera-
ture warning” light in the overhead panel (D5, Figure
5-6) that will illuminate when the temperature exceeds
a certain level.
If this condition occurs, the operator should safely stop
the truck, move Selector Switch to Neutral, apply the
Park Brake, and operate engine at 1200 - 1500 RPM
to reduce system temperature.
If temperature gauge does not move into the Green
range after a few minutes, and the RED overhead
indicator light does not go out, shutdown truck
and notify maintenance personnel immediately.

LIGHT SWITCH PANEL LIGHT DIMMER
The instrument panel lights, clear-
The Panel Light Dimmer Control
ance lights, and the headlights are
(29, Figure 5-5) is a rheostat which
controlled by this three position
allows the operator to vary the
rocker type switch (27, Figure 5-5).
brightness of the instruments and
“Off” is selected by pressing the
panel lights.
bottom of the switch. Press the top
of the switch until it reaches the first
detent to select the panel, clearance, and tail lights • Rotating knob to the full counterclockwise position
only. turns panel lights “On” to brightest condition.
Press the top of the switch again, until it reaches the • Rotating knob clockwise continually dims lights
second detent to select headlights, as well as panel, until “Off” position is reached at full clockwise
clearance, and tail lights. rotation.
WINDSHIELD WIPER and WASHER
The windshield wiper control switch

(28, Figure 5-5) is a four position
rotary switch with intermittent wiper
delay and wash feature.
“Off” position is the detented position when the knob

is rotated fully counterclockwise against the stop. The
intermittent wiper position is located between “Off” and
the first detent position, when rotating the knob clock-
wise.
• Rotating the knob closer to the first detent position
decreases the time interval between wiper
strokes.
• Rotate the knob clockwise to the first detent posi-
tion for slow speed.
• Rotate the knob to the second detent position for
fast speed.
To use the Windshield Washer,

press and hold the knob “in” to ac-
tivate the windshield washer sys-
tem.

FIGURE 5-6. OVERHEAD STATUS / WARNING INDICATOR LIGHTS
Row / Indicator Indicator Color - Row / Indicator Indicator Color -

Column Description Wire Index Column Description Wire Index
A1* Not Used Red - 12FD/34TL A5 No Power Red - 12M/75-6PI
B1 Low Steering Pressure Red - 12F/33A Propulsion System
B5 Amber - 12F/79WI
Warning
C1 Low Accumulator Press. Red - 12F/33K
Propulsion System
D1 Not Used Red - 12F/79V C5 Amber - 12F/34TW
Temperature
E1 Low Brake Pressure Red - 12F/33L
Hydraulic Oil
D5 Red - 12F/34TGI
A2* Hydraulic Tank Level Red - 12MD/34LL Temperature High
B2* Not Used Red - 12FD/SPR1 E5* STOP ENGINE Red - 12FD/528AL
C2* Circuit Breaker Tripped Amber - 12MD/31CB A6 No Propel Red - 12M/75NPI
D2* Hydraulic Oil Filter Amber - 12MD/39 B6* Propel System @ Rest Amber - 12MD/72PR
E2* Low Fuel Amber - 12MD/38 Propel System
C6* Amber -12MD/72NR
Not Ready
A3* Park Brake Applied Amber - 12MD/52A
Reduced
B3* Service Brake Applied Amber - 12MD/44L D6* Amber -12MD/72LP
Propulsion System
C3* Body Up Amber - 12MD/63L
Retard @
E6* Amber - 12MD/76LR
D3* Dynamic Retarding Amber - 12MD/44DL Continuous Level
E3 STOP ENGINE Red - 12M/509MA – SWITCHES –
A4* Not Used Amber - 12MD/SPR2 7 Hazard Lights (N.O.) 11L/45L/45R

B4* Manual Back-Up Lights Amber - 12MD/47L Lamp Check (N.O.
8 33H/710
Momentary)
C4* 5 Min. Shutdown Timer Amber - 12MD/23L1
D4* Retard Speed Control Amber - 12MD/31R Note: Brightness for lamps marked “*” can be adjusted
using the dimmer control.
E4* CHECK ENGINE Amber - 12MD/419

STATUS / WARNING INDICATOR LIGHT SYMBOLS
AMBER (Yellow) color indicator lights alert the opera- ered “normal”, and truck operation may continue.
tor that the indicated truck function requires some
precaution when lighted.
• If the indicator light illuminates at higher truck
RED color indicator lights alert the operator that the speed and high engine RPM, DO NOT OPER-
indicated truck function requires immediate action by ATE TRUCK.
the operator. Safely stop the truck and shut down the
If the low steering
engine.
warning light con-
DO NOT OPERATE THE TRUCK WITH A RED
tinues to illuminate
WARNING LIGHT ILLUMINATED.
and the alarm con-
Refer to Figure 5-6 and the descriptions below for tinues to sound, low steering pressure is indi-
explanations of the symbols. cated. The remaining pressure in the accumula-
tors allows the operator to control the truck to a
Location of the symbols is described by rows (A-E) and
stop. Do not attempt further operation until the
columns (1 - 6).
malfunction is located and corrected.
A1 Not Used
C1. Low Accumulator Precharge Pressure
The low accumulator precharge warning light, if illumi-
nated, indicates low nitrogen precharge for the steer-
B1 Low Steering Pressure RED
ing accumulator(s). To check for proper accumulator
nitrogen precharge, engine must be stopped and hy-
draulic system completely bled down; then turn
Low Accumulator
C1 RED keyswitch to “Run” position. Warning light will NOT
Precharge Pressure
illuminate if system is properly charged. The warning
light will flash if the nitrogen precharge within the
D1 Not Used accumulator(s) is below 1100 ±45 psi (7585 ±310
kPa).
If low accumulator
E1 Low Brake Pressure RED precharge warning
light flashes, notify
maintenance per-
sonnel. Do not attempt further operation until the
A1. NOT USED accumulators have been recharged with nitrogen
to 1400 psi (9653 kPa). Sufficient energy for emer-
Not currently used. Reserved for future use or options. gency steering may not be available, if system is
not properly charged.
B1. Low Steering Pressure
When the keyswitch is turned “ON”, the low steering D1. NOT USED
pressure warning light will illuminate until the steering Not currently used. Reserved for future use or options.
system hydraulic pressure reaches 2100 psi (14.7
MPa). The warning horn will also turn on, and both will E1. Low Brake Pressure
remain on, until the accumulator has been charged.
This red indicator light indicates a malfunction within
During truck operation, the low steering pressure the hydraulic brake circuit. If this light comes on and
warning light and warning horn will turn sound if steer- buzzer sounds, shut down truck operation and
ing system hydraulic pressure drops below 2100 psi notify maintenance personnel.
(14.7 MPa).
NOTE: Adequate hydraulic fluid is stored to allow the
• If the light illuminates momentarily (“flickers”) operator to safely stop the truck.
while turning the steering wheel at low truck
speed and low engine RPM, this may be consid-

A2 Low Hydraulic Tank Level RED A3 Parking Brake AMBER
B2 Not Used B3 Service Brake AMBER
C2 Circuit Breaker Tripped AMBER C3 Body Up AMBER
D2 Hydraulic Oil Filter Monitor AMBER D3 Dynamic Retarding AMBER
E2 Low Fuel AMBER E3 Stop Engine RED
A2. Low Hydraulic Tank Level A3. Parking Brake

This warning light indicates the oil level in the hydraulic This amber parking brake indicator will illuminate when
tank is below recommended level. Damage to hydrau- the parking brake is applied. Do not attempt to drive
lic pumps may occur if operation continues. Shut truck truck with parking brake applied.
down and notify maintenance personnel immediately.
B3. Service Brake
B2. NOT USED
This amber service brake indicator light will illuminate
Not currently used. Reserved for future use or options. when the service brake pedal is applied or when wheel
brake lock or emergency brake is applied. Do not
C2. Circuit Breaker Tripped attempt to drive truck from stopped position with serv-
ice brakes applied, except as noted in “Operating
This light will illuminate if any of the circuit breakers in
Instructions, Starting On a Grade With a Loaded
the relay circuit control boards are tripped. The relay
Truck”, Section 3, Operation and Maintenance Man-
circuit boards are located in the Electrical Interface
ual.
Cabinet.
NOTE: Additional circuit breakers are in the operator
C3. Body Up
cab behind the center console, however tripping of
these circuit breakers should not activate this light. This amber Body Up indicator, when illuminated,
shows that the body is not completely down on the
D2. Hydraulic Oil Filter Monitor frame. The truck should not be driven until body is
down and light is off.
This light indicates a restriction in the high pressure
filter assembly for either the steering or hoist circuit.
D3. Dynamic Retarding
This light will come on before filters start to bypass.
Notify maintenance personnel at earliest opportunity This amber dynamic retarding indicator light illumi-
after light comes on. nates whenever the retarder pedal (or retarder lever)
NOTE: The filter monitor warning light may also illumi- is operated, RSC (Retard Speed Control) is activated,
nate after the engine is initially started if the oil is cold. or the automatic overspeed retarding circuit is ener-
If the light turns off after the oil is warmed, filter gized, indicating the dynamic retarding function of the
maintenance is not required. truck is operating.
E2. Low Fuel E3. Stop Engine

This amber low fuel indicator will illuminate when the This RED engine monitor warning light will illuminate
usable fuel remaining in the tank is approximately 25 if a serious engine malfunction is detected in the
gallons (95 liters). A warning buzzer will also sound. electronic engine control system.
• Electric propulsion to the wheelmotors will be
discontinued.

E3. Stop Engine (Continued)
• Dynamic Retarding will still be available if needed A4 Not Used
to slow or stop the truck.
B4 Manual Backup Lights AMBER
Stop the truck as quickly as possible in a safe area Engine Shutdown Timer -
and apply parking brake. C4 AMBER
5 Minute Idle
SHUT DOWN THE ENGINE IMMEDIATELY.
Additional engine damage is likely to occur if op- Retard Speed Control
eration is continued. D4 AMBER
Indicator
A few conditions that would cause the Stop Engine E4 Check Engine AMBER
light to illuminate are listed below:
• Low Oil Pressure - Red warning light will illumi- A4. NOT USED
nate, but engine does not shut down.
Reserved for future use or options.
• Low Coolant Level - Red warning light will illumi-
nate, but engine does not shut down.
• Low Coolant Pressure - Red warning light will B4. Manual Backup Lights
illuminate, but engine does not shut down. This amber indicator will illuminate when the manually
• High Coolant Temperature - Red warning light will operated Manual Backup switch (3, Figure 5-5, Instru-
illuminate, but engine does not shut down. ment Panel) is turned “on”.
C4. Engine Shutdown Timer - 5 Minute Idle

When the Engine Shutdown Timer switch (2, Figure
5-5, Instrument Panel) has been activated, this indica-
tor light will illuminate to indicate that the shutdown
timing sequence has started.
Refer to “Instrument Panel” for operation of this switch.
D4. Retard Speed Control Indicator

This amber light is illuminated when the RSC switch
mounted on the console is pulled out to the “On”
position. The light indicates the retarder is active. It is
for feedback only and does not signal a problem.
E4. Check Engine

This amber “Check Engine” indicator will illuminate if
a malfunction is detected by the engine electronic
control system.
If this indicator illuminates, truck operation may
continue, but maintenance personnel should be
alerted as soon as possible.

D5. HIGH HYDRAULIC OIL TEMPERATURE
A5 No Power RED This red warning light indicates high oil temperature in
the hydraulic tank. Continued operation could damage
components in the hydraulic system.
Propulsion System
B5 AMBER If this condition occurs, the operator should safely stop
Warning
the truck, move Selector Switch to Neutral, apply the
Park Brake, and operate engine at 1200 - 1500 RPM
Propulsion System to reduce system temperature.
C5 AMBER
Temperature
If temperature gauge (25, Figure 5-5) does not
move into the Green range after a few minutes, and
High Hydraulic Oil the RED overhead indictor light does not go out,
D5 RED
Temperature notify maintenance personnel immediately.
E5 Stop Engine RED

E5. Stop Engine
This red engine monitor warning light will illuminate if
A5. NO POWER a serious engine malfunction is detected in the elec-
This red “No Propel/No Retard” indicator light indi- tronic engine control system.
cates a fault has occurred which has eliminated the • Electric propulsion to the wheelmotors will still be
retarding and propulsion capability. A warning buzzer available.
will also sound.
• Dynamic retarding will still be available if needed
If this condition occurs, the operator should safely to slow the truck.
stop the truck, move Selector Switch to Neutral,
apply the Park Brake, shutdown engine, and notify
B5. PROPULSION SYSTEM WARNING

Stop the truck as soon as possible in a safe area
When this amber indicator is illuminated, the light and apply the parking brake.
indicates a “No Propel” or “No Retard” event may be
about to occur. It is intended to provide advance notice SHUT DOWN THE ENGINE immediately. Addi-
of these events when possible. It does not require the tional engine damage is likely to occur if operation
operator to stop the truck, but may suggest that truck is continued.
operation be appropriately modified, in case a red
alarm does occur.
An example of a condition that could cause the Stop
Engine light to illuminate:
C5. PROPULSION SYSTEM TEMPERATURE • If the governor senses an overspeed condition,

the ECM will close the fuel solenoid and stop the
This amber AC Drive System “Temperature Warning” flow of fuel to the engine until engine speed is
light indicates the drive system temperature is above back within normal operating range.
a certain level. When this condition occurs, the opera-
tor should consider modifying truck operation in order
to reduce system temperature. The operator is not
required to stop the truck at this time.

D6. REDUCED PROPULSION
A6 No Propel RED The amber “Reduced Propulsion” light is used to indi-
cate that the full AC Drive System performance in
propulsion is not available. At this time, the only event
B6 Propel System @ Rest AMBER that should activate this light is the use of “Limp Home
Mode”. This mode of operation requires a technician
to enable.
Propel System
C6 AMBER
Not Ready
E6. RETARD AT CONTINUOUS LEVEL
D6 Reduced Propulsion AMBER The amber “Retard Continuous” light indicates the
retarding effort is at a reduced level. For a limited
period of time, the retarding effort can exceed this
Retard At Continuous level.
E6 AMBER
Level
A6. NO PROPEL
The red “No Propel” light indicates a fault has occurred
which has eliminated the propulsion capability.
If this condition occurs, the operator should safely
stop the truck, move Selector Switch to Neutral,
apply the Park Brake, shutdown engine, and notify
B6. PROPEL SYSTEM @ REST

The amber “Propel System @ REST” light is used to
indicate that the AC Drive System is de-energized and
propulsion is not available. This light is activated when
the instrument panel REST switch is turned “On” and
the AC Drive System is de-energized.
The three “LINK ENERGIZED” lights (one on rear wall
of operator cab, and two on the deck-mounted control
cabinets) should NOT be illuminated at this time.
C6. PROPEL SYSTEM NOT READY

The amber “PROPEL SYSTEM NOT READY” indica-
tor light functions during start-up much like the hour-
glass icon on a computer screen. This light indicates
the computer is in the process of performing the self-
diagnostics and set-up functions at start-up.
Propulsion will not be available at this time.

HAZARD WARNING LIGHTS LINK-ON WARNING LIGHT
The hazard warning light
The “LINK-ON”, or “LINK ENER-
switch (7, Figure 5-6) flashes
GIZED”, indicator light is located
all the turn signal lights.
next to the D.I.D. display panel be-
Pressing the bottom side of
hind the passenger seat and indi-
the rocker switch (toward the
cates the AC DRIVE system is
triangle) activates these
ENERGIZED.
lights. Pressing the top side
of the rocker switch (toward
The D.I.D. display panel is for use by maintenance
the “OFF” symbol) turns these lights off.
personnel only, and is located out of the operator’s field
of vision for that reason.
LAMP TEST SWITCH

The Lamp Test switch (8,
Figure 5-6) is provided to al-
low the operator to test the
indicator lamps prior to start-
ing the engine. To test the
lamps, and the warning horn,
turn the key switch (1, Figure
5-5) to the “Run” position
and press the bottom side of
the rocker switch for the
“Check” position. All lamps
should illuminate, except those which are for “Op-
tional” equipment that may not be installed. The warn-
ing horn should also sound. Any lamp bulbs which do
not illuminate should be replaced before operating the
truck.
Releasing the spring-loaded switch will allow the
switch to return to the “Off” position.

NOTES

SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1

Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
Hydraulic Tank Service (Filling Instructions) . . . . . . . . . . . . . . . . . . . . . . P2-1
Coolant Level Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-2
Radiator Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-2
Cooling System Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-2
LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
10 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
50 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6
100 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
250 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8
500 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10
1000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-11
2500 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-12
5000 Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-12
LINCOLN AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . P3-1

System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-4
Lubricant Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-4
System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-4
System Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-4
24 VDC Solid State Timer Checkout & Adjustment . . . . . . . . . . . . . . . . . . . P3-5
Injectors & Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Pump Cycle ("Flasher") Timer, Installation & Adjustment . . . . . . . . . . . . . . . . P3-8
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pressure Reducer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
Preventative Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
P01015 03/01 Index P1-1

NOTES
P1-2 Index P01015 03/01

LUBRICATION AND SERVICE
Preventive Maintenance will contribute to the long life HYDRAULIC TANK SERVICE
and dependability of the truck and its components. The
use of proper lubricants and the performance of There are two sight gauges on the side of the hydraulic
checks and adjustments at recommended intervals is tank. With engine stopped, keyswitch “off”, hydraulic
most important. system bled down and body down, oil should be visible
in the top sight gauge. If hydraulic oil is not visible in
Lubrication requirements are referenced to the lube the top sight gauge, add oil as follows:
key found in the Truck Lubrication Specifications Chart
(page P2-2). For detailed service requirements for Adding Oil
specific components, refer to the SERVICE MANUAL
section for that component (i.e. Section “H” for Sus- Keep the system open to the atmosphere only as long
pensions, Section “L” for Hydraulic System, etc.). as absolutely necessary to lessen chances of system
contamination.
Refer to manufacturer’s service manual when servic-
ing any components of the General Electric System. Service the tank with clean Type C-4 hydraulic oil only.
All oil being put into the hydraulic tank should be
Refer to engine manufacturer’s service manual when filtered through 3 micron filters.
servicing the engine or any of its components.
1. With engine stopped, keyswitch “Off”, hydraulic
system bled down and body down, check to see
The service intervals presented here are in hours of that hydraulic oil is visible in the top or lower sight
operation. These intervals are recommended in lieu gauge.
of an oil analysis program which may determine 2. If hydraulic oil is not visible in the lower sight
different intervals. However, if the truck is being gauge, remove the tank fill cap and add clean,
operated under extreme conditions, some or all, of the filtered C-4 hydraulic oil (Lubrication Chart, Lube
intervals may need to be shortened and the service Key “B”) until oil is visible in the top sight gauge.
performed more frequently.
3. Replace fill cap.
The 930E Truck is equipped with a Lincoln Automatic
Lubrication System. The initial setup for this system 4. Start engine. Raise and lower the dump body three
provides for nominal amounts of lubricant to be deliv- times.
ered to each serviced point. The lubrication injectors 5. Repeat steps 1 through 4 until oil is maintained in
can be adjusted to vary the amount of lubricant deliv- the top sight gauge with engine stopped, body
ered. In addition, the timer for lubrication intervals is down, and hydraulic system bled down.
normally adjustable. For adjustments to these devices,
consult the “Lincoln Automatic Lubrication System” in
this section.
930E SERVICE CAPACITIES

Crankcase: U.S.
Liters
(including lube oil filters). Gallons
Cummins QSK-60C Engine 280 74
Cooling System:
Cummins QSK-60C Engine 594 157
Hydraulic System:
1325 350
Refer to “Hydraulic Tank Service”.
Wheel Motor Gear Box
76 20
(each side)
Fuel Tank (Diesel Fuel Only) 4542 1200
P02027 03/01 Lubrication and Service P2-1

COOLING SYSTEM
COOLANT LEVEL CHECK ANTI - FREEZE RECOMMENDATIONS
Inspect the coolant sight gauge. If coolant cannot be (Ethlyene Glycol Permanent Type Anti-Freeze)
seen in the sight gauge, it is necessary to add coolant Percentage of Protection
to the cooling system before truck operation. Refer to Anti-Freeze To
the procedure below for the proper filling instructions. 10 +23°F – 5°C
20 +16°F – 9°C
25 +11°F – 11°C
RADIATOR FILLING PROCEDURE 30 + 4°F – 16°C
35 – 3°F – 19°C
40 – 12°F – 24°C
45 – 23°F – 30°C
50 – 34°F – 36°C
55 – 48°F – 44°C
Cooling System is pressurized due to thermal ex- 60 – 62°F – 52°C
pansion of coolant. DO NOT remove radiator cap
while engine and coolant are hot. Severe burns Use only anti-freeze that is compatible with engine as
may result. specified by engine manufacturer.
1. With engine and coolant at ambient temperature,

remove radiator cap.
Note: If coolant is added using the Wiggins quick
fill system, the radiator cap MUST be removed
prior to adding coolant.
2. Fill radiator with proper coolant mixture (as speci-
fied by the engine manufacturer) until coolant is
visible in the sight gauge.
3. Install radiator cap.
4. Run engine for 5 minutes, check coolant level.
5. If coolant is not visible in the sight gauge, repeat
steps 1 through 4. Any excess coolant will be
discharged through the vent hose after the engine
reaches normal operating temperature.
Engine coolant must always be visible in the sight
gauge before truck operation.
P2-2 Lubrication and Service P02027 03/01

10 HOUR (DAILY) INSPECTION
Prior to each operating shift, a “walk around” inspec- Truck Serial Number______________________
tion should be performed. Check the truck for general Site Unit Number_________________________
condition. Look for evidence of hydraulic leaks; check
all lights and mirrors for clean and unbroken lenses; Date:______________Hour Meter___________
check operator’s cab for clean and unbroken glass; Name of Service person___________________
check frame, sheet metal and body for cracks. Notify
the proper maintenance authority if any discrepancies NOTE: “Lube Key” references are to the Lubrication
are found. Give particular attention to the following: Specification Chart.
10 HOUR LUBRICATION AND

MAINTENANCE CHECKS
COMMENTS √’d INITIALS
1. FAN DRIVE AND TURBOCHARGERS -
Check for leaks, vibration or unusual noise.
Check alternator and fan belts for proper tension,
condition and for alignment.
2. RADIATOR - Check coolant level and fill with
proper mixture as shown in Cooling System Rec-
ommendation Chart. Refer to Engine Manual for
proper coolant additives.
3. ENGINE - Check oil level.
Refer to engine manufacturer’s service manual for
oil recommendations. (Lube Key “A”).
Inspect exhaust piping for security.
4. FUEL FILTERS (Fuel Separators) - Drain water
from bottom of each filter housing.
5. HYDRAULIC TANK - Check oil level in tank, add
if necessary. Refer to “Hydraulic Tank Service”.
Oil should be visible in sight glass. - DO NOT
OVERFILL. Lube Key “B”.
6. FUEL TANK - Fill as required.
7. BATTERIES (Not Shown) - Check electrolyte level
and add water if necessary.
8. AIR CLEANERS (Not Shown) - Check air cleaner
vacuum gauges in operator cab. Service air clean-
ers if gauge(s) show maximum restriction as fol-
lows:
Cummins QSK-60 Engine: 25 in. H2O vacuum.
Refer to Section C for air cleaner element servic-

ing instructions. (Be certain to reset the restriction
indicator using the Reset Button after element
replacement.)
Empty air cleaner dust caps.

10 HOUR (DAILY) INSPECTION
(continued)
9. WHEELS AND TIRES -
a. Inspect tires for proper inflation and wear.
b. Inspect for debris embedded in cuts or tread.
c. Inspect for damaged, loose, or missing wheel
mounting nuts or studs.
12. BODY-UP SWITCH (Not Shown) -

Clean sensing area of any dirt accumulation and
check that wiring is intact.
13. CAB AIR FILTER (Not Shown) - Under normal
operating conditions, clean every 250 hours. In
extremely dusty conditions, service as frequently
as required. Clean filter element with mild soap
and water, rinse completely clean and air dry with
maximum of 40 psi (275 kPa). Reinstall filter.
14. AUTOMATIC LUBE SYSTEM -
a. Check grease reservoir; fill as required.
Lube Key “D”.
b. Inspect system and check for proper operation.
Be certain the following important areas are
receiving adequate amounts of grease. Lube
Key “D”.
Steering Linkage -
Final Drive Pivot Pin -
Rear Hydrair® Suspension Pin Joints -
Upper & Lower
Body Hinge Pins -
Hoist Cylinders Pins - Upper & Lower
Anti-sway Bar - Both Ends
15. COOLING AIR DUCTWORK -

Inspect ductwork from blower to rear drive case to
be certain that ductwork is secure and undamaged
and there are no cooling air restrictions.

50 HOUR LUBRICATION AND MAINTENANCE CHECKS
Truck Serial Number_______________________

Site Unit Number__________________________
Date:___________Hour Meter______________
Name of Service person______________________

MOTORIZED WHEELS - Check for correct oil level.
Refer to G.E. Motorized Wheel Service & Maintenance
Manual for lubrication specifications.
* The following checks are required only after the

initial hours of operation (such as: new truck com-
missioning, or a new/rebuilt component installation),
check:
*1. FUEL FILTERS - Change the Fuel Filters (Fuel

Separators).
Refer to the engine manufacturer’s maintenance
manual for fuel filter replacement instructions.
*2. HYDRAULIC SYSTEM FILTERS -

Replace filter elements only, after the initial 50 and
250 hours of operation; then at each 500 hours of
operation thereafter.
*3. FAN DRIVE ASSEMBLY - Check the torque for

the six fan mounting capscrews - 175 ft.lbs.
(237 N.m).

100 HOUR LUBRICATION AND
Truck Serial Number_______________________
MAINTENANCE CHECKS Site Unit Number__________________________
* These checks are required only after the initial Date:___________Hour Meter______________
hours of operation (such as: the commissioning Name of Service person______________________
of a new truck, or after a new or rebuilt component
installation), check: COMMENTS √’d INITIALS

Replace filter elements only, after the initial 100
and 250 hours of operation; then at each 500
hours of operation thereafter.

Maintenance for the 10 hour Lubrication and Mainte- Truck Serial Number _______________________
nance Checks should also be carried out at this time.
Site Unit Number __________________________
NOTE: “Lube Key” references are to the Lubrication Date:____________Hour Meter_______________
Specification Chart.
Name of Service person____________________

1. ENGINE - Refer to Cummins Operation & Main-
tenance manual for complete specifications re-
garding engine lube oil specifications.
NOTE: If engine is equipped with the CENTINEL* oil

system, engine oil and filter change intervals are ex-
tended beyond 250 hours. Refer to Cummins Opera-
tion & Maintenance manual for specific oil & filter
change intervals.
a. Change engine oil. Lube Key “A”.
b. Replace lube oil filters.

NOTE: When installing spin-on filter elements,
follow the instructions as specified by the filter
manufacturer. The tightening instructions are
normally printed on the outside of the filter. Do
not use a wrench or strap to tighten filter
elements.
c. Check the fan belt tension.
Refer to Cummins Operation & Maintenance
manual for specific fan belt adjustment instruc-
tions.
2. FUEL FILTERS - Change the Fuel Filters (Fuel

Separators).
Refer to Cummins Operation & Maintenance man-
ual for specific fuel filter replacement instructions.
* The CentinelTM system is a duty-cycle-dependent

lubrication management system whereby oil is
blended with the fuel and extension of oil change
intervals can occur.
(CONTINUED NEXT PAGE)

250 HOUR LUBRICATION AND MAINTENANCE CHECKS (Continued)
3. HYDRAULIC PUMP DRIVESHAFT & U-JOINTS - COMMENTS √’d INITIALS
Add one or two applications of grease to each
grease fitting. Check that each bearing of the
cross & bearing assembly is receiving grease.
Lube Key “D”.
4. COOLING SYSTEM -
a. Check cooling system for proper coolant mix-
ture. Add coolant mixture as required.
b. COOLANT FILTERS - Change coolant filters.
Refer to engine manufacturer’s maintenance
manual for coolant filter replacement instruc-
tions and proper coolant mixture instructions.
5. REAR WHEEL MOUNTING - Using a mirror on a
long rod and a flashlight, inspect where possible,
all inner and outer wheel mounting nuts/studs for
any evidence of looseness, damage, or missing
hardware.
If wheel mounting nuts/studs must be secured or
replaced, the outer wheel must be removed for
access. Refer to Section “G”, for these proce-
dures.
6. REAR AXLE HOUSING - Check the rear axle
housing for fluid leaks by removing the two drain
plugs on the bottom of the axle housing. If fluid is
present, the cause must be found and corrected
before releasing truck to operation.
7. STEERING LINKAGE - Check torque on pin re-
taining nuts (steering linkage), 525 ft.lbs. (712
N.m). Check torque on tie rod retaining cap-
screws, 310 ft.lbs. (420 N.m).
8. MAGNETIC PLUG - Remove magnetic plug from
front wheel covers and inspect for debris. Clean
the plug and perform any necessary repairs.
* These checks are required only after the first 250
hours of operation (such as: the commissioning
of a new truck, or after a new or rebuilt component
installation), check:
Replace filter elements only after the initial 250
hours of operation; then at each 500 hours of
operation thereafter.
Check oil level. Add oil as necessary.
Lube Key “B”.
*10. MOTORIZED WHEEL GEAR CASE - Refer to the
G.E. planned maintenance manual and specific
motorized wheel shop manual.

Maintenance for every 10, 50, & 250 hour Lubrication
and Maintenance Checks should also be carried out
at this time. Truck Serial Number _____________________
NOTE: “Lube Key” references are to the Lubrication Site Unit Number ________________________
Specification Chart. Date:____________Hour Meter_____________
Name of Service person___________________

1. FINAL DRIVE CASE BREATHERS - Remove
breather elements for motorized wheels and clean
or replace elements.
2. HYDRAULIC SYSTEM FILTERS - Replace tank
breathers and high pressure filter elements.
Check oil level. Add oil as necessary. Lube Key
“B”.
3. HYDRAIR® SUSPENSION - Check for proper
piston extension (front and rear).
4. THROTTLE AND BRAKE PEDAL (Not Shown) -
Lubricate treadle roller and hinge pins with lubri-
cating oil. Lift boot from mounting plate and apply
a few drops of lubricating oil between mounting
plate and plunger.
5. HOIST LIMIT SWITCH (Not Shown) - Check op-
eration. Clean and adjust as necessary.
6. HOIST ACTUATOR LINKAGE (Not Shown) -
Check operation. Clean, lubricate, and adjust as
necessary.
7. PARKING BRAKE (Not Shown) -
Refer to Section J, Parking Brake, Maintenance
and perform the inspection recommended.

1000 HOURS LUBRICATION AND
Truck Serial Number _____________________
MAINTENANCE CHECKS Site Unit Number ________________________
Maintenance for every 10, 50, 250, & 500 hour Lubri- Date:____________Hour Meter_____________
cation and Maintenance Checks should also be carried
out at this time. Name of Service person___________________
NOTE: “Lube Key” references are to the Lubrication
Specification Chart. COMMENTS √’d INITIALS
1. HYDRAULIC TANK - Drain hydraulic oil and clean
inlet strainer. Refill tank with oil, approximate ca-
pacity 250 gal. (947 l). Use Lube Key “B”.
2. RADIATOR - Clean cooling system with a quality
cleaning compound. Flush with water.
Refill system with anti-freeze and water solution.
Check Cooling System Recommendation Chart
for correct mixture. Refer to engine manufac-
turer’s manual for correct additive mixture.
3. FUEL TANK - Remove breather and clean in
solvent. Dry with air pressure and reinstall.
4. OPERATOR’S SEAT - Apply grease to slide rails.
Use Lube Key “D”.
5. AUTOMATIC BRAKE APPLICATION - Check that
brakes are automatically applied when hydraulic
brake pressure decreases below specified limit.
Refer to Section J, “Brake Checkout procedure”.
6. AUXILIARY BLOWER - Apply a few pumps of
grease to the auxiliary blower bearings. There are
two grease zerks (1, Figure 4-1) located on auxil-
iary blower (2).
FIGURE 4-1. AUXILIARY BLOWER

1. Grease Zerk 2. Auxiliary Blower

Truck Serial Number _____________________
Site Unit Number ________________________
Date:____________Hour Meter_____________
Name of Service person___________________
2500 HOUR MAINTENANCE CHECKS COMMENTS √’d INITIALS
MOTORIZED WHEELS - Drain and replace gear oil.

Refer to G.E. Motorized Wheel Service & Maintenance
Manual for lubrication specifications. Lube Key “C”.
5000 HOUR MAINTENANCE CHECKS COMMENTS √’d INITIALS

AIR CLEANERS - Clean the Donaclone Tubes in the
pre-cleaner section of the air filter. Use low pressure
cold water or low pressure air to clean tubes. Refer to
the service manual.
NOTE: Do not use a hot pressure washer or high
pressure air to clean tubes, hot water/high pressure
causes pre-cleaner tubes to distort.

LINCOLN AUTOMATIC LUBRICATION SYSTEM
The Lincoln Automatic Lubrication System is a pressur-
ized lubricant delivery system which delivers a control-
led amount of pressurized lubricant to designated lube
points. The system is controlled by an electric timer
which signals solenoid valves to cause operation of a
hydraulically operated grease pump.
For the 930E, these components (valves and pump)
are mounted on the right side front bumper in front of
the upright frame support (View A-A, Figure 3-2).
System Components
The system is comprised of these basic elements plus
the necessary hoses and lube lines:
1. Hydraulically Powered Reciprocating Cylinder
and Pump (1 & 5, Figure 3-1).
Pump Specifications:
16:1 Pressure Ratio.
NOTE: The theoretical ratio of this pump is 16:1
MAXIMUM, depending on the application and
variable internal friction. The actual ratio may
be less, but should be at least 10:1.
Input Pressure: 300-3000 p.s.i. (2068 - 20685 kPa)
input Flow : 1.0 g.p.m. (3.8 l/min.)
Maximum Hydraulic Temperature: 210°F (98.8°C)
Output Pressure: 3500 p.s.i. (24132 kPa) MAX.
Output Flow: 11 cu. in./min. (180 cc/min.) FIGURE 3-1. TYPICAL AUTO LUBE SYSTEM
Operating Ambient Temperature: 1. Pump Cylinder 7. Pump Cycle Timer
-40°F to + 135°F (-40°C to + 57.7°C) 2. Cyl. Pressure Gauge 8. Solenoid Valve, SV2
Seals: Buna-N 3. Valve Body Assy. 9. Solenoid Valve, SV1
Filtration Required: 10 Micron 4. Orifice Assembly 10. Press. Reducing Valve
24VDC power source. 5. Pump Assembly 11. Vent Valve Assy.
6. Cannister/Reservoir
2. Combination Valve Body (3, Figure 3-1) includes:
a. 24VDC Solenoid Valves (SV1 & SV2) are used b. Pressure Reducing Valve:
as directional valves that are integrated with the The Pressure Reducing Valve (10) lowers hy-
hydraulically operated pump. The controls are draulic fluid pressure to the operating range of
designed to insure maximum flow rates within the hydraulic pump cylinder.
the specified operating temperature range. It is factory set at its maximum pressure of 300
Solenoid Valve SVI (9) controls hydraulic fluid p.s.i. (2069 kPa), but may be adjusted lower.
pressure flow through the pressure reducing c. The Cylinder Pressure Gauge (2): indicates
valve and on to the vent valve. hydraulic fluid pressure going to the hydraulic
Solenoid Valve SV2 (8) directs the hydraulic pump cylinder after passing through the pres-
fluid to the hydraulic cylinder which operates sure reducing valve.
the grease pump. d. Orifice Assembly (4): delivers metered hydrau-
lic pressure from the pressure reducing valve
to the top of the vent valve assembly.
This fitting should be connected to the top of
the Vent Valve assembly (11) with a high pres-
sure 1/4 in. hose.
P03012 03/01 Lincoln Automatic Lube System P3-1

Reciprocating Pump
FIGURE 3-2. 930E AUTO LUBE INSTALLATION
1. Grease Pump/Cylinder 8. Grease Supply Line 14. R.H. Lower Susp. 21. L.H. Bottom Hoist Cyl.
2. Cyl. Pressure Gauge 9. Pressure Switch, N/C 15. R.H. Body Pivot Pin 22. L.H. Top Hoist Cyl.
3. Press. Reg./Sol. Valve 2,000 psi (13 790 kPa) 16. R.H. Top Hoist Cyl. 23. L.H. Body Pivot Pin
4. Electrical Harness 10. Vent Valve Assy. 17. R.H. Bottom Hoist Cyl. 24. L.H. Lower Suspension
5. Hyd. Pressure Supply 11. Lube Injectors (each side) 18. R.H. Anti-Sway Bar 25. L.H. Top Suspension
6. Hyd. Return to Tank 12. Rear Lube Injectors 19. Rear Axle Pivot Pin 26. Grease Supply
7. Reservoir / Cannister 13. R.H. Top Suspension 20. L.H. Anti-Sway Bar
P3-2 Lincoln Automatic Lube System P03012 03/01

Reciprocating Pump
3. Pump Cycle Timer (7, Figure 3-1) also called a System Operation:
“Flasher” timer, because it contains an LED that
1. During truck operation, with the pump and timer
illuminates when there is power going to SV2):
systems in a rest state, a preset time interval
The Pump Cycle Timer mounts on SV2 solenoid
occurs.
and generates a timed pulse signal to control the
reciprocating cycle rate of the grease pump. 2. The solid state system timer sends out a 24 VDC
signal to energize SV1, causing it to open.
3. As SVI opens, the resulting hydraulic fluid pressure
4. Grease Reservoir: For the 930E, the Cannister or
flows through the pressure reducing valve closing
Reservoir (6, Figure 3-1) is mounted on the right
the vent valve and also flows on to SV2.
side front bumper in front of the upright frame
support (View A-A, Figure 3-2). 4. The pressure reducing valve lowers hydraulic fluid
The reservoir has an approximate capacity of 50 pressure to the operating range of the hydraulic
lbs. (23 kg) of grease. pump [maximum pressure 300 p.s.i. (2069 kPa)].
5. After the system pressure has been reduced, it
passes on to SV2. Each operation of SV2 moves
5. Vent Valve (11, Figure 3-1 or 10, Figure 3-2):
the hydraulic cylinder which operates the grease
With the vent valve closed, the pump continues to
pump. As SV2 turns “On” and “Off” (refer to cycle
cycle until maximum pressure is achieved. As this
timer/flasher below), it changes the direction of
occurs, the vent valve opens and allows the
the hydraulic cylinder movement back and forth,
grease pressure to drop to 0, so the injectors can
thus causing a “pumping” action.
recharge for their next output cycle.
6. The cycle timer/flasher sends a pulsing signal, 1
second “On” and 1 second “Off” (adjustable), to
6. 24 VDC Solid State System Timer (Not Shown): SV2. Solenoid valve SV2 directs the hydraulic fluid
The Solid State System Timer sends out a 24 VDC to the pump at 30 cycles/minute.
timed-interval signal to energize the solenoid
7. With the vent valve closed, the pump continues to
valves, causing the grease pump to operate. This
cycle until lubricant pressure rises to 2,000 psi (13
timer is mounted in the cab (in the housing under
790 kPa) and the injectors have metered grease
the passenger seat) to insure temperature stabil-
to the points of lubrication.
ity. Its operating temperature range is -20°F to
131°F (-29°C to 55°C). 8. If system pressure rises above 2000 psi (13 790
kPa), the N/C pressure switch will open until the
timed cycle is complete and the solid state system
7. Pressure Switch (N/C 2000 psi [13 790 kPa]): timer terminates the 24VDC signals to SV1 and
(9, Figure 3-2) opens the 24 volt supply to the SV2. (See NOTE: below step 11.)
pump cycle timer, when the grease line pressure
9. As SV2 is de-energized the pump stops cycling.
exceeds this limit.
10. As SV1 is de-energized, the hydraulic fluid stops
NOTE: Depending on truck model, the specific
flowing to the pressure reducing valve and the vent
pressure at which this switch opens, may vary.
valve allowing it to open.
Therefore, all references in this coverage to
the specific N/C 2000 psi [13 790 kPa] pres- 11. As the vent valve opens, the grease pressure drops
sure switch would also change. to zero (0), so the injectors can recharge for their
Refer to the truck Parts catalog for a specific next output cycle.
switch installation.
NOTE: When the N/C pressure switch opens, SV2 is
de-energized causing the pump to stop; however, until
8. Injectors (11 & 12, Figure 3-2): each injector deliv- the timed cycle is complete, SV1 remains energized,
ers a controlled amount of pressurized lubricant keeping the vent valve closed and holding pressure in
to a designated lube point. Refer to Figure 3-2 for the grease line. If the grease line pressure now drops
locations. to where the switch closes again, the pump will restart
to hold grease line pressure, but the injectors will not
recharge.
12. The system is now at rest, ready for another lube
cycle and the sequence repeats itself.

Reciprocating Pump
GENERAL INSTRUCTIONS
Lubricant Required for System
Refer to “Lubrication Chart”, for correct lubricant speci-
fications.
Over pressurizing of the system, modifying parts,
1. Above 90°F (32°C) - Use NLGI No.2 multipurpose using incompatible chemicals and fluids, or using
grease (MPG). worn or damaged parts, may result in equipment
2. -25°to 90°F (-32°to 32°C) - Use NGLI No. 1 MPG. damage and/or serious personal injury.
3. Below -25°F (-32°C) - Refer to local supplier for * DO NOT exceed the stated maximum working
extreme cold weather lubricant requirements. pressure of the pump, or of the lowest rated
component in the system.
System Priming * Do not alter or modify any part of this system
The system must be full of grease and free of air unless approved by factory authorization.
pockets to function properly. After maintenance, if the * Do not attempt to repair or disassemble the
primary or secondary lubrication lines were replaced, equipment while the system is pressurized.
it will be necessary to reprime the system to eject all
entrapped air. * Make sure all fluid connections are securely
tightened before using this equipment.
NOTE: To run the grease pump when priming the lube
system, connect a jumper wire between the ignition * Always read and follow the fluid manufacturer’s
and solenoid posts on the solid state timer. recommendations regarding fluid compatibil-
ity, and the use of protective clothing and
1. Fill lube reservoir with lubricant, if necessary. equipment.
2. Remove plugs from all injector manifold dead ends * Check all equipment regularly and repair, or
and supply lines. replace, worn or damaged parts immediately.
3. Run grease pump until grease flows from any one This equipment generates very high grease pres-
plug opening in the system. Replace plug in this sure. Extreme caution should be used when oper-
opening. ating this equipment as material leaks from loose
4. Repeat step 3 until all lines are full and all plugs or ruptured components can inject fluid through
replaced. the skin and into the body causing serious bodily
injury including possible need for amputation. Ade-
NOTE: Fill each feed line with grease before connect- quate protection is recommended to prevent
ing lines to the injector outlets and bearings. This will splashing of material onto the skin or into the eyes.
prevent having to cycle the individual injectors once
for each 1.0 in. (25 mm) length of feed line between
the injector and bearing fitting. If any fluid appears to penetrate the skin, get emer-
gency medical care immediately! Do not treat as a
System Checkout simple cut. Tell attending physician exactly what
fluid was injected.
To check system operation (not including timer), pro-
ceed as follows:
If overpressurizing of the equipment is believed to have
1. Lift the passenger seat and connect a jumper wire occurred, contact a factory authorized warranty and
between “SOL” terminal and “LUBE SW” terminal service center for inspection of the pump. Specialized
on the 24 VDC solid state lube timer. equipment and knowledge is required for repair of the
Turn keyswitch "ON". Pump should operate. pump or adjustments other than the maintenance
specified in this manual.
NOTE: If terminal post identification on the solid state
timer is not legible, refer to Figure 3-7 for terminal Annual inspection by the factory authorized warranty
positions. and service center is recommended.
2. Keep jumper wire connected until the pump stalls.

3. Disconnect jumper wire. System should vent.
Turn keyswitch "OFF".

Reciprocating Pump
24 VDC Solid State Timer Check 24 VDC Solid State Timer Adjustment
To check the solid state timer operation without waiting The timer is factory set for a nominal 2.5 minute (off
for the normal timer setting, proceed as follows: time) interval. Dwell time is approximately 1 minute, 15
seconds. A longer interval (off time) is obtained by
1. Remove timer dust cover. turning the Selector knob (3, Figure 3-3) to the desired
NOTE: The timer incorporates a liquid and dust position .
tight cover which must be in place and secured
at all times during truck operation.
2. Adjust timer to 5 minute interval setting.
3. The timer should cycle in five minutes if the truck
is operating.
NOTE: If the timer check is being made on a cold start,
the first cycle will be approximately double the nominal
setting. All subsequent cycles should be within the
selected time tolerance.
4. Voltage checks at the timer should be accom-

plished if the above checks do not identify the
problem.
a. Insure timer ground connection is clean and
tight. FIGURE 3-3. SOLID STATE TIMER ADJUSTMENT
b. Using a Volt-Ohm meter, read the voltage be- 1. Timer 3. Timer Selector
tween positive and negative posts on the solid 2. Red LED (Light Emitting Diode)
state timer with the truck keyswitch "ON". indicates pump solenoid is "ON".
Normal reading should be 18-26 VDC, depend-
ing upon whether or not the engine is running.
NOTE: Set timer by turning the Selector knob (3) to the
2.5 minute setting point. Then, turn the Selector clock-
wise, one detent at a time, to the desired setting, or
until the maximum limit of eighty minutes is reached.
The solid state timer is a sealed unit, do not attempt

disassembly.

Reciprocating Pump
Injectors (SL-1 Series " H")
Injector Specifications
a. Each lube injector services only one grease
point. In case of pump malfunction, each injec-
tor is equipped with a covered grease fitting to
allow the use of external lubricating equipment.
b. Injectors are available in banks of two, three,
four and five as well as single replacement
units.
c. Injector output is adjustable:
Maximum output = 0.08 in3 (1.31 cc).
Minimum output = 0.008 in3 (0.13 cc).
d. Operating Pressure:
Minimum - 1850 psi (12 755 kPa)
Maximum - 3500 psi (24 133 kPa)
Recommended - 2500 psi (17 238 kPa)
Maximum Vent Pressure - (Recharge)
600 psi (4 137 kPa)
FIGURE 3-4. TYPE SL-1 INJECTOR (SINGLE)
1. Adjusting Screw 11. Spring Seat
2. Locknut 12. Plunger Injector Adjustment
3. Piston Stop Plug 13. Viton Packing The injectors may be adjusted to supply from 0.008 in3
4. Gasket 14. Inlet Disc to 0.08 in3 (0.13 cc to 1.31 cc) of lubricant per injection
5. Washer 15. Viton Packing cycle. The injector piston travel distance determines
6. Viton O-Ring 16. Washer the amount of lubricant supplied. This travel is in turn
7. Injector Body Assy. 17. Gasket controlled by an adjusting screw in the top of the
8. Piston Assembly 18. Adapter Bolt injector housing.
9. Fitting Assembly 19. Adapter
10. Plunger Spring 20. Viton Packing Turn the adjusting screw (1, Figure 3-4) counterclock-
wise to increase lubricant amount delivered and clock-
NOTE: The Piston Assembly (8) has a visible indicator wise to decrease the lubricant amount.
pin at the top of the assembly to verify the injector
operation. When the injector is not pressurized, maximum injector
delivery volume is attained by turning the adjusting
screw (1) fully counterclockwise until the indicating pin
(8) just touches the adjusting screw. At the maximum
delivery point, about 0.38 inch (9.7 mm) adjusting
screw threads should be showing. Decrease the deliv-
ered lubricant amount by turning the adjusting screw
clockwise to limit injector piston travel. If only half the
lubricant is needed, turn the adjusting screw to the
point where about 0.19 inch (4.8 mm) threads are
showing. The injector will be set at minimum delivery
point with about 0.009 inch (0.22 mm) thread showing.
NOTE: The above information concerns adjustment of
injector delivery volume. The timer adjustment should
also be changed, if overall lubricant delivery is too little
or too much. Injector output should NOT be adjusted
to less than one-fourth capacity.
FIGURE 3-4A. INJECTOR (MANIFOLD TYPE)

Reciprocating Pump
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 cy-
cle. Under the pressure of incoming lubri-
cant (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 pas-
sage (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 meas-
uring chamber (1). The injector piston (2)
and slide valve (5) remain in this position
until lubricant pressure in the supply line (6)
is vented (relieved at the pump).
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 pas-
sage (4) and valve port (8) to refill the dis-
charge chamber (3).
Injector is now ready for the next cycle.

Reciprocating Pump
Pump Cycle Timer (Flasher Timer):
The Pump Cycle Timer mounts on SV2 solenoid and 1. The adjustment screw should be turned 20 turns
generates a timed pulse signal to control the recipro- counter-clockwise to insure a minimum start
cating cycle rate of the grease pump. point.
NOTE: The timer cannot be adjusted below minimum
Pump Cycle Timer (Flasher Timer) Installation - additional turns counter-clockwise have no effect.
1. Connect cycle timer to SV2. Be sure to install
gasket. 2. Each clockwise turn of the adjustment screw will
2. Connect the Sol. wire (68) from the Solid State equal approximately 0.3 seconds.
Timer to the Brown wire from the Cycle Timer and 3. Add the number of turns clockwise to reach the
one of the wires coming from SV1. approximate desired timing.
3. Connect the White wire from the Cycle Timer and Some additional adjustment may be necessary
the other (gnd) wire coming from SV1. depending on the accuracy needed.
NOTE: Use the light on the cycle timer to help in setting
the time. The light will turn On when there is power
Pump Cycle Timer (Flasher Timer) Adjustment: going to SV2.
The Pump Cycle timer is factory set at 1 second “On”
and 1 second “Off” for 30 cycles/minute. If adjustment
is necessary, refer to Figure 3-5 and the following
procedure. Pressure Switch, 2,000 psi (13 790 kPa)
Normally Closed (N.C.)
This lube circuit incorporates a 2,000 psi (13 790 kPa)
N.C. pressure switch that opens the 24 volt supply to
the flasher timer and switching solenoid, SV2. When
this occurs, the grease pump stops stroking, but the
vent valve remains closed until the 24 VDC solid state
lube timer has reached the end of its cycle.
Between the time the pressure switch opens and the
lube timer completes its cycle, the pump cylinder still
has oil pressure supplied to it; but it remains at the end
FIGURE 3-5. PUMP CYCLE TIMER
of its stroke and does not switch. This period in time is
1. Adjustment Screw 2. Red Light (Indicates easily identified, as the LED on the flasher timer stops
Timer Has Turned On) flashing and remains “Off”. Also, the oil pressure gauge
no longer fluctuates, but remains steady.
The one adjustment screw adjusts both the “On” time
and “Off” time equally. The adjustment range is from
0.5 seconds (60 cycles/minute) to 5.0 seconds (6 cy-
cles/minute). The adjustment screw allows 15 turns of
adjustment over the timing range.

Reciprocating Pump
FIGURE 3-6. HYDRAULIC SCHEMATIC FOR AUTOMATIC LUBE
1. Grease Pump Cylinder 5. Combination Valve 8. Solenoid (SV1) 12. Hydraulic Supply
2. Grease Pump (Pressure Reducing & 9. Gauge (Cyl. Press.) 13. Hyd. Tank (Return)
3. Grease Reservoir Solenoid Valves) 10. Pressure Switch, N/C 14. Injectors
4. Vent Valve 6. Solenoid (SV2) 2,000 PSI (13 790 kPa)
7. Pressure Reducer 11. Orifice Assembly
FIGURE 3-7. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE

1. Timer Assembly 3. Keyswitch* 5. Timer (solid State) 8. Battery (24 V)
2. Combination Valve 4. Relay 6. Solenoid (SV1) 9. Cycle Timer
(Pressure Reducing & 7. Solenoid (SV2) 10. Pressure Switch, N/C
Solenoid Valves) 2,000 PSI (13 790 kPa)
* Keyswitch (3) must be closed ("ON") to energize the Timer (1).

Reciprocating Pump
Pressure Reducer Adjustment:
NOTE: Steering accumulator pressure is necessary to 6. Reconnect the wire (step 1) to the grease pressure
power the lube system for this procedure. switch.
7. Verify that the following events occur in this order:
a. The pump starts stroking and the LED on the
flasher unit atop of SV2 flashes “On” and “Off”
at approximately one second intervals.
While engine is running, and/or accumulators are
charged, exercise extreme care while working in b. All of the injectors stroke down.
the vicinity of the grease pump! c. The LED atop of SV2 extinguishes, but pressure
remains on the pressure gauge. At this time the
Stay clear of moving engine parts and do not
pump should also stop - hoses stop pulsing and
loosen/disconnect any pressure fittings or hoses.
pump goes quiet. Pressure on grease pressure
To set the Pressure Reducing Valve: switch should stabilize at 2,000 psi (13 790
kPa). See also NOTE below step 9.
1. With engine stopped and steering accumulator
pressure bled down, disconnect one wire from the
N/C grease pressure switch (9, Figure 3-2, View 8. Turn the battery isolator “Off”, then verify the
A-A; or 10, Figure 3-6). following:
2. Install a pressure gauge (0 — 5,000 psi [34 475 a. The pressure on the oil pressure gauge drops
kPa]) in the grease line downstream from the to zero (0).
pressure switch. (The injector block on the right b. The pressure on the grease pressure gauge
hand frame rail, just forward of the front suspen- drops to zero (0).
sion support would be a convienent location. c. All of the injectors reset (indicator pin up)
See 11, Figure 3-2, Detail D.)
3. Start the truck engine. When steering and brake 9. Turn the key switch “Off” and remove jumper wire
pressures have stabilized, stop the engine with the (step 4) from lube solenoid and remove pressure
emergency stop switch on the center console to gauge (step 2).
prevent accumulators from bleeding down.
NOTE: If the pump appears to keep pumping and
4. Lift the passenger seat and connect a jumper wire grease pressure reaches the stall out pressure (2,000
between “SOL” (wire 68A) and “LUBE SW”, on the psi [13 790 kPa]), or alternatively cuts out early, the
24 VDC solid state lube timer. pressure switch may need to be replaced.
5. Adjust the pressure reducing valve (7, Figure 3-6)
until the pressure gauge (installed at step 2) indi-
cates 2,000 psi (13 790 kPa) grease pressure.

Reciprocating Pump
TROUBLESHOOTING CHART
If the following procedures do not correct the problem, contact a factory authorized service center. When submitting
equipment to be repaired, be sure to state the nature of the problem and indicate if a repair cost estimate is required.

TROUBLE: Pump Does Not Operate.
Lube system 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. Be sure keyswitch is "ON".
Timer malfunction. Replace timer assembly
Solenoid valve malfunctioning. Replace the solenoid valve assembly
Pump malfunction. Replace pump assembly
NOTE: On intial 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.
TROUBLE: Pump Will Not Prime
Low lubricant supply. Dirt in reservoir, pump inlet clogged.
TROUBLE: Pump Will Not Build Pressure
Air trapped in lubricant supply line. Prime system to remove trapped air.
Lubricant supply line leaking. Check lines and connections to repair leakage.
Vent valve leaking. Clean or replace vent valve.
Pump cylinder worn or scored. Repair or replace pump cylinder or pump assembly.
TROUBLE: Injector Indicator Stem Does Not Operate
NOTE: Normally, during operation, the injector indicator stem (1, Figure 3-4) will move into the body of the injector
when pressure builds properly. When the system vents (pressure release) the indicator stem will again move out into
the adjusting yoke.
Malfunctioning injector - usually indicated by the pump Replace individual injector assembly.
building pressure and then venting.
All injectors inoperative - pump build up not sufficient Service and/or replace pump assembly.
to cycle injectors.

Reciprocating Pump
TROUBLE: Cylinder Pressure Gauge Does Not Register Pressure.
No system pressure to the pump. Determine problem in hydraulic system.

No 24 VDC signal at solenoids SV1 and SV2. Determine problem in 24 VDC electric system.
Pressure reducing valve set too low. Increase setting by 1/2 turn to check operation.
Primary solenoid valve SV1 may be inoperative. Replace solenoid coil or valve.
TROUBLE: Pump Pressure Builds Very Slowly Or Not At All.
No pulsing signal at SV2. Check Timer.

Pressure reducing valve may be set too low. Increase setting by 1/2 turn to check operation.
Grease viscosity may be too high for temperature at Replace grease with a lower viscosity lubricant.
which pump is operating.
If pressure is not building at all, secondary solenoid Replace secondary solenoid valve SV2.
valve SV2 may be inoperative.
Pump piston ball checks and inlet checks may have Remove, inspect and clean, if necessary.
foreign matter trapped causing leakage. Inspect sealing surfaces between upper and lower inlet
checks. Replace if rough or pitted.
Shovel rod is rough or pitted. Replace shovel rod and packing.
Lubricant supply line leaks or is broken. Repair lubricant supply line
TROUBLE: 24VDC Timer Not Operating:
Timer BAT (-) connection is not on grounded member. Connect to good ground.
Timer BAT (+ ) connection not on circuit continuously Establish direct connection between Timer BAT (+ )
connected to BAT (+ ) terminal during operation of connection and 24 V BAT (+ ) terminal.
vehicle.
Fuse blown (circuit breaker tripped) on power connec- Replace fuse (reset circuit breaker) or repair damaged
tion to timer, or wire is otherwise damaged. wire.
Loose wire connections at any of the timer terminals. Secure wire connections.
TROUBLE: Timer Stays Timed Out:
Commutation failure in timer caused by damaged com- Replace Timer.

ponent.
Output relay contacts welded shut caused by extended Replace Timer.
short to ground.
Solenoid valve connected to LUBE SW terminal of Correct wiring hook-up.
timer instead of terminal marked SOL.

Reciprocating Pump
TROUBLE: Timer Turns On At Intervals Two (2) To Ten (10) Times More Often Than Set Time Interval:
Electrical noise is being introduced into the power IMPORTANT: In some instances, electrical noise
supply to the timer overcoming suppressor capacitor may be generated into vehicle electrical system
causing uncontrolled turn-on of its output relay. which may cause timer to turn on at random inter-
vals, independent of timer setting.
If this occurs, a 250 to 1,000 MFD capacitor rated
150 to 350 VDC should be added across BAT (+ )
and BAT (-) terminals to suppress this noise and
improve timer performance.
TROUBLE: Timer Turns On At Intervals Faster Than Allowable Tolerances Of Settings:
Timer out of adjustment or damaged component. Refer to “Timer Adjustment and re-adjust timer or re-
place timer.

Reciprocating Pump
Preventative Maintenance Procedures
The following maintenance procedures should be used
to insure proper system operation.
Daily Lubrication System Inspection 4. Inspect all bearing points for a bead of lubricant
around the bearing seal.
1. Check grease reservoir level.
It is good practice to manually lube each bearing
Inspect grease level height after each shift of point at the grease fitting (Zerk, Figure 3-4) pro-
operation. Grease usage should be consistent vided on each Injector. This will indicate if there
from day-to-day operations. are any frozen or plugged bearings, and will help
• Lack of lubricant usage would indicate an flush the bearings of contaminants.
inoperative system.
5. System Checkout
• Excessive usage would indicate a broken sup-
a. Remove all SL-1 injector cover caps to allow
ply line.
visual inspection of the injector cycle indicator
2. Check all grease feed lines hoses from the SL-1 pins during system operation.
Injectors to the lubrication points (11, Figure 3-2). b. Start truck engine.
a. Repair or replace all worn / broken feed line c. Lift the passenger seat and connect a jumper
hoses. wire between “SOL” (Wire 68A) and “LUBE SW”
b. Make sure that all air is purged and all new feed on the 24VDC solid state timer (Figure 3-7).
line hoses are filled with grease before sending The hydraulic grease pump should operate.
the truck back into service. d. Keep the jumper wire connected until the pump
3. Inspect key lubrication points for a bead of lubri- stalls out at 2000 PSI. (Refer to NOTE: following
cant around seal. step 7, page 3-3, regarding pressure switch.)
e. With the pump in the stalled-out mode, check
Make note of all lubrication points that look dry.
each SL-1 injector assembly.
Notify maintenance staff for repair service.
The cycle indicator pin should be retracted
inside the injector body.
250 Hour Inspection
f. Once all of the SL-1 injectors have been in-
1. Check all grease feed line hoses from the SL-1 spected under pressure remove the jumper
Injectors to the lubrication points (11, Figure 3-2). wire between the “SOL” terminal and “LUBE
a. Repair or replace all worn / broken feed line SW” terminal on the timer assembly. The pump
hoses. should shut off and the pressure in the system
b. Make sure that all air is purged and all new feed should drop to zero venting back to the grease
line hoses are filled with grease before sending reservoir.
the truck back into service. g. With the system vented, check all of the SL-1
injector indicator pins.
2. Check all grease supply line hoses from the pump
All of the pins should be visable.
to the SL-1 injectors (11, Figure 3-2, typical).
NOTE: Refer to the system troubleshooting
a. Repair or replace all worn / broken supply lines.
chart, if the injectors are not working properly.
b. Make sure that all air is purged and all new Replace or repair injectors, if defective.
supply line hoses are filled with grease before
sending the truck back into service.
h. Reinstall all injector cover caps.
3. Check grease reservoir level. i. Check timer operation.
a. Fill reservoir if low. With engine running, lube system should acti-
b. Check reservoir for contaminants. vate within 5 minutes. The system should build
Clean, if required. 2000PSI within 25-40 seconds.
c. Check that all filler plugs, covers and breather j. If the system is working properly, the machine
vents on the reservoir are intact and free of is ready for operation.
contaminants. k.If the system is malfunctioning, refer to the trou-
bleshooting chart in the service manual.

Reciprocating Pump
SECTION Q
ALPHABETICAL INDEX
A
Abbreviations, Propulsion System . . . . . E2-41 Brake Circuit . . . . . . . . . . . . . . . . . . J2-1
Accelerator Pedal . . . . . . . . . . . . . . E2-51 Bleeding Procedures
Accumulator, Steering . . . . . . . . . . . . L6-2 Service Brakes . . . . . . . . . . . . . . J5-14
Accumulator, Brake . . . . . . . . . . . . . J3-22 Parking Brake . . . . . . . . . . . . . . . J7-6
AC Drive System Electrical Checkout . . . . E3-1 Checkout Procedure . . . . . . . . . . . . . J4-5
AID System . . . . . . . . . . . . . . . . . . D3-3 Failure Modes Checkout Procedure . . . . J4-6
Air Cleaners . . . . . . . . . . . . . . . . . . C5-1 Troubleshooting . . . . . . . . . . . . . . . J4-9
Air Conditioning System . . . . . . . . . . . M9-1 Brake Disc Wear Indicator . . . . . . . . . . J5-2
Component Service . . . . . . . . . . . . . M9-1 Brake, Parking . . . . . . . . . . . . . . . . . J7-1
Alarm Indicating Device (AID) . . . . . . . . D3-3 Brake Seal Assembly, Rear . . . . . . . . . J5-11
Alternator, 24VDC (240 Amp) . . . . . . . M13-1 Brake Seal Gap Adjustment (Rear) . . . . J5-10
Alternator, Propulsion . . . . . . . . . . . . . C4-1 Brakes, Wet Disc . . . . . . . . . . . . . . . J5-1
Antifreeze Recommendations . . . . . . . . P2-2 Brake Valve . . . . . . . . . . . . . . . . . . J3-1
Anti-sway Bar . . . . . . . . . . . . . . . . . G4-4 Test and Adjustment . . . . . . . . . . . . J3-10
Automatic Lubrication System . . . . . . . . P3-1
Axle, Rear . . . . . . . . . . . . . . . . . . . G4-1
C
Cab . . . . . . . . . . . . . . . . . . . . . . N2-1
B Capacities, Service . . . . . . . . . . . . . P2-1
Batteries . . . . . . . . . . . . . . . . . . . . D2-1 Charging Procedure
Maintenance and Service . . . . . . . . . . D2-1 Brake Accumulators (Hydraulic Cabinet) . J3-25
Battery Charging System . . . . . . . . . . M13-3 Brake Accumulators (Frame Mounted) . . J3-29
General Description . . . . . . . . . . . . M13-3 Steering Accumulators . . . . . . . . . . . L6-5
Troubleshooting . . . . . . . . . . . . . . M13-3 Suspensions . . . . . . . . . . . . . . . . H4-1
Battery Control Box . . . . . . . . . . . . . . D2-3 Checkout Procedures
Battery Disconnect Switches . . . . . . . . . D2-4 Brake Apply Circuit . . . . . . . . . . . . . J4-1
Battery Equalizer . . . . . . . . . . . . . . . D2-5 Brake Cooling Circuit . . . . . . . . . . . L10-6
Bearing, Wheel Data Sheet (Hydraulic System) . . . . . L10-13
Front, Installation . . . . . . . . . . . . . . G3-7 Electrical Propulsion System . . . . . . . E2-1
Front, Adjustment . . . . . . . . . . . . . . G3-7 Hoist Circuit . . . . . . . . . . . . . . . . L10-6
Bleeddown Manifold Valve . . . . . . . . . . L6-1 Steering Circuit . . . . . . . . . . . . . . . L10-1
Body, Dump . . . . . . . . . . . . . . . . . . B3-1 Circuit Breaker Chart . . . . . . . . . . . . D3-15
Body Guide . . . . . . . . . . . . . . . . . . B3-4 Center Console . . . . . . . . . . . . . . . N5-7
Body Pad . . . . . . . . . . . . . . . . . . . B3-3 Control Cabinet, Electrical . . . . . . . . . E2-47
Body-Up Retention Cable . . . . . . . . . . B3-4 Cooling System, Engine . . . . . . . . . . . C3-1
Body-Up Switch . . . . . . . . . . . . . . . D3-13 Cooling System, Disc Brakes . . . . . . . . . L2-6
Brake Accumulators . . . . . . . . . . . . J3-22 Cylinders
Hoist . . . . . . . . . . . . . . . . . . . . L8-12
Steering
Removal . . . . . . . . . . . . . . . . . G3-10
Repair . . . . . . . . . . . . . . . . . . . L6-10
Q01028 04/01 Alphabetical Index Q1-1

D HYDRAIR ® II Suspensions
Decks . . . . . . . . . . . . . . . . . . . . . B2-3 Front . . . . . . . . . . . . . . . . . . . . . H2-1
Diagnostic Information Display (DID) . . . E2-5 Rear . . . . . . . . . . . . . . . . . . . . . H3-1
Fault Codes . . . . . . . . . . . . . . . . E2-5 Oil and Nitrogen Specifications . . . . . . H4-6
Diode Board . . . . . . . . . . . . . . . . . D3-8 Hydraulic System
Differential Pressure Switch . . . . . . . . J3-18 Disc Brake Cooling System . . . . . . . . L2-6
Dual Relay Valve . . . . . . . . . . . . . . J3-15 Filters . . . . . . . . . . . . . . . . . . . . L9-1
Dump Body . . . . . . . . . . . . . . . . . . B3-1 Hoist Pump . . . . . . . . . . . . . . . . . L3-1
Dump Procedure, Disabled Truck . . . . . L8-20 Strainers . . . . . . . . . . . . . . . . . . L3-15
Schematic . . . . . . . . . . . . . . . . . . R1-1
Steering/Brake Pump . . . . . . . . . . . L6-12
E System Flushing . . . . . . . . . . . . . L10-10
Electrical Interface Cabinet . . . . . . . . . D3-6 Tank . . . . . . . . . . . . . . . . . . . . L3-14
Electrical Propulsion Components . . . . . E2-1 Troubleshooting
Electrical System Schematic . . . . . . . . R1-1 Hoist Pump . . . . . . . . . . . . . . . L3-13
Engine . . . . . . . . . . . . . . . . . . . . C4-6 Steering System . . . . . . . . . . . . L6-23
Engine/Alternator Mating . . . . . . . . . . C4-3
Engine Specifications . . . . . . . . . . . . A2-3
I
Indicator Lights . . . . . . . . . . . . . . . N5-11
F Instrument Panel . . . . . . . . . . . . . . N5-11
Fan, Heater . . . . . . . . . . . . . . . . . N4-4
Filters, Hydraulic . . . . . . . . . . . . . . . . L9-1
5 Minute Idle Timer . . . . . . . . . . . . . D3-1 L
Flow Amplifier . . . . . . . . . . . . . . . . . L6-6 Ladders . . . . . . . . . . . . . . . . . . . . B2-2
Flushing, Hydraulic System . . . . . . . . L10-10 Load Testing . . . . . . . . . . . . . . . . E3-26
Front Suspension, HYDRAIR ® II . . . . . . H2-1 Lubrication and Service . . . . . . . . . . . P2-1
Front Tires and Rims . . . . . . . . . . . . G2-2 Lubrication Chart . . . . . . . . . . . . . . . P2-3
Front Wheel Hub and Spindle . . . . . . . G3-1 Lubrication System, Automatic . . . . . . . P3-1
Fuel Tank . . . . . . . . . . . . . . . . . . . B4-1
Vent . . . . . . . . . . . . . . . . . . . . . B4-3
M
Gauge Sender . . . . . . . . . . . . . . . B4-3
Metric Capscrews, Torque Chart . . . . . . A5-2
Metric Conversion Chart . . . . . . . . . . . A5-6
G
Grille, Hood & Ladders . . . . . . . . . . . B2-2
N
Nitrogen Specifications . . . . . . . . . . . H4-6
H
Heater/Air Conditioner . . . . . . . . . . . N4-2
O
Actuators . . . . . . . . . . . . . . . . . . N4-4
Oiling and Charging Procedure, Susp.. . . . H4-1
Coil . . . . . . . . . . . . . . . . . . . . . N4-3
Operator Cab Controls . . . . . . . . . . . . N5-1
Fan Motor and Speed Control . . . . . . . N4-4
Optional Equipment
Hoist Circuit Operation . . . . . . . . . . . . L7-1
Air Conditioning System . . . . . . . . . . M9-1
Hoist Limit Switch . . . . . . . . . . . . . . D3-14
Alternator, 24VDC, 240 AMP . . . . . . M13-1
Hoist Pilot Valve . . . . . . . . . . . . . . . . L8-9
Fire Control System . . . . . . . . . . . . M2-1
Hoist Cylinders . . . . . . . . . . . . . . . . L8-12
Fuel, Quick Fill . . . . . . . . . . . . . . . M5-1
Hoist Relief Valve (Adjustment) . . . . . . L10-7
Payload Meter II . . . . . . . . . . . . . M20-1
Hoist Valve . . . . . . . . . . . . . . . . . . . L8-1
Overhead Display Panel . . . . . . . . . . N5-19
Hood . . . . . . . . . . . . . . . . . . . . . B2-2
Hub, Wheel . . . . . . . . . . . . . . . . . . G3-1
Q1-2 Alphabetical Index Q01028 04/01

P Spindle, Front Wheel Hub . . . . . . . . . . G3-1
Parking Brake . . . . . . . . . . . . . . . . . J7-1 Starter Disconnect Relay . . . . . . . . . . D2-3
Pedal Status/Warning Indicator Lights . . . . . . N5-20
Accelerator . . . . . . . . . . . . . . . . E2-51 Steering
Retarder . . . . . . . . . . . . . . . . . . E2-51 Accumulator Charging Procedure . . . . . L6-5
Service Brake . . . . . . . . . . . . . . . . J3-3 Column . . . . . . . . . . . . . . . . . . . N5-1
Plates, Warning and Caution . . . . . . . . . A4-1 Circuit Checkout and Adj. Procedure . . . L10-1
Portable Test Unit (PTU) . . . . . . . . . . . E3-4 Control Valve . . . . . . . . . . . . . . . . . L5-1
Power Module . . . . . . . . . . . . . . . . . C2-1 Cylinders . . . . . . . . . . . . . . . . . . L6-10
Power Train . . . . . . . . . . . . . . . . . . C4-1 Troubleshooting . . . . . . . . . . . . . . L6-23
Engine/Alternator Mating . . . . . . . . . . C4-3 Strainer, Hydraulic Tank . . . . . . . . . . . L3-15
Engine . . . . . . . . . . . . . . . . . . . . C4-6 Suspension, HYDRAIR ® II
Pressure Control Adjustment, Pump . . . L10-2 Front . . . . . . . . . . . . . . . . . . . . H2-1
Propulsion System Controller (PSC) . . . . E2-3 Rear . . . . . . . . . . . . . . . . . . . . . H3-1
Checkout Procedure . . . . . . . . . . . E3-18 Switch
Pump, Hoist System . . . . . . . . . . . . . L3-1 Accumulator (Low Precharge Warning) . . L4-5
Pump, Steering/Brake System . . . . . . . L6-12 Differential Pressure . . . . . . . . . . . . J3-18
Steering Pressure . . . . . . . . . . . . . . L4-3
R
Radiator . . . . . . . . . . . . . . . . . . . . C3-1 T
Rear Axle . . . . . . . . . . . . . . . . . . . G4-1 Tank
Rear HYDRAIR ® II Suspension . . . . . . . H3-1 Fuel . . . . . . . . . . . . . . . . . . . . . B4-1
Rear Tire and Rim . . . . . . . . . . . . . . G2-3 Hydraulic . . . . . . . . . . . . . . . . . . L3-14
Relay Boards . . . . . . . . . . . . . . . . . D3-9 Tie Rod . . . . . . . . . . . . . . . . . . . . G3-9
Retarder Pedal, Electronic . . . . . . . . . E2-51 Tires and Rims
Rims . . . . . . . . . . . . . . . . . . . . . . G2-6 Front . . . . . . . . . . . . . . . . . . . . G2-2
Rock Ejectors . . . . . . . . . . . . . . . . . B3-5 Rear . . . . . . . . . . . . . . . . . . . . . G2-3
Toe-In Adjustment . . . . . . . . . . . . . . G3-12
Tools, Special . . . . . . . . . . . . . . . . M8-1
S Torque Tables
Safety Rules . . . . . . . . . . . . . . . . . . A3-1 Metric Capscrews . . . . . . . . . . . . . A5-2
Software Functions, PSC . . . . . . . . . . E2-30 Standard . . . . . . . . . . . . . . . . . . A5-1
Starter, 24VDC (Refer to Engine Service Manual) 12-Point Capscrews (Grade 9) . . . . . . A5-2
Seal Assemblies, Gap Adjustment Troubleshooting
Front Wheel . . . . . . . . . . . . . . . . . G3-9 Air Cleaner . . . . . . . . . . . . . . . . . C5-5
Rear Wheel . . . . . . . . . . . . . . . . J5-10 Brake System . . . . . . . . . . . . . . . . J4-8
Seat, Operator . . . . . . . . . . . . . . . . N4-1 Hoist Pump . . . . . . . . . . . . . . . . . L3-13
Service Capacities . . . . . . . . . . . . . . P2-1 Steering Circuit . . . . . . . . . . . . . . . L6-23
Solenoid Truck Control Interface (TCI) . . . . . . . . E2-4
Bleeddown . . . . . . . . . . . . . . . . . . L4-3 Checkout Procedure . . . . . . . . . . . . E3-12
Special Tools . . . . . . . . . . . . . . . . . M8-1
Specifications
HYDRAIR ® II Oil . . . . . . . . . . . . . H4-6 U
HYDRAIR ® II Nitrogen . . . . . . . . . . . H4-6 Unloader Valve, Adjustment . . . . . . . . L10-2
Hydraulic Oil . . . . . . . . . . . . . . . . . P2-1
Lubrication Chart . . . . . . . . . . . . . . P2-3
Truck Specifications . . . . . . . . . . . . . A2-3
Q01028 04/01 Alphabetical Index Q1-3

V W
Valves Weights (Truck) . . . . . . . . . . . . . . . . A2-4
Bleeddown Solenoid . . . . . . . . . . . . . L4-3 Wheel Bearing Adjustment
Brake . . . . . . . . . . . . . . . . . . . . . J3-1 Front Wheel . . . . . . . . . . . . . . . . . G3-7
Dual Relay . . . . . . . . . . . . . . . . . J3-15 Front Wheel Bearing Seal Adjustment . . G3-9
Flow Amplifier . . . . . . . . . . . . . . . . L4-6 Wheel Hub and Spindle . . . . . . . . . . . G3-1
Hoist . . . . . . . . . . . . . . . . . . . . . L8-1 Wheel Motors . . . . . . . . . . . . . . . . . G5-4
Hoist Pilot . . . . . . . . . . . . . . . . . . L8-9 Wheels and Tires
Hoist Relief, Adjustment . . . . . . . . . . L10-7 Front . . . . . . . . . . . . . . . . . . . . . G2-2
Pressure Compensator, Adjustment . . . L10-2 Rear . . . . . . . . . . . . . . . . . . . . . G2-3
Steering Control . . . . . . . . . . . . . . . L5-1 Window Service, Cab . . . . . . . . . . . . N2-7
Unloader, Adjustment . . . . . . . . . . . L10-2 Windshield Washer . . . . . . . . . . . . . . N3-2
Windshield Wiper . . . . . . . . . . . . . . . N3-1
Q1-4 Alphabetical Index Q01028 04/01

SECTION R
SYSTEM SCHEMATICS
INDEX
HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . HH341
HYDRAULIC SUPPLY & BRAKE COOLING SCHEMATIC (w/HUSCO VALVE) . . . . . . . . HH337
ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EG9625-2
R01038 930E-2 Schematics R1-1

with Cummins QSK60 Series Engine
NOTES
R1-2 930E-2 Schematics R01038

with Cummins QSK60 Series Engine
DataKom Publishing Corporation
2300 N. E. Adams Street
Peoria, IL 61639
Printed in U.S.A. 3/01

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Unsafe use of this machine may cause serious injury or death.

A00017 03/01 Introduction A-1

“DANGER” identifies a specific potential hazard

“WARNING” identifies a specific potential hazard

“CAUTION” is used for general reminders

A-2 Introduction A00017 03/01

ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . C

ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . D

ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E

DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G

OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

A00017 03/01 Introduction A-3

A-4 Introduction A00017 03/01

TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . A2-1

GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . A3-1

WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1

CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1

STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1

A01001 2/94 Index A1-1

A1-2 Index A01001 2/94

Truck And Engine Operator’s Cab

A02046 11/99 Major Component Description A2-1

A2-2 Major Component Description A02046 11/99

ENGINE SERVICE CAPACITIES

A02046 11/99 Major Component Description A2-3

TIRES Not to exceed 1,100,000 lbs. (498 957 kg), including

OVERALL TRUCK DIMENSIONS

A2-4 Major Component Description A02046 11/99

Read and follow all safety precautions. Failure to do so may result

CLOTHING AND PERSONAL PROTECTIVE ITEMS

A03013 03/01 General Safety and Operating Instructions A3-1

MOUNTING AND DISMOUNTING

FIRE PREVENTION FOR FUEL AND OIL

A3-2 General Safety and Operating Instructions A03013 03/01

ASBESTOS DUST HAZARD PREVENTION

PREVENTION OF INJURY BY WORK EQUIPMENT

FIRE EXTINGUISHER AND FIRST AID KIT

A03013 03/01 General Safety and Operating Instructions A3-3

PRECAUTIONS FOR ATTACHMENTS

A3-4 General Safety and Operating Instructions A03013 03/01

PREPARING FOR OPERATION

VENTILATION FOR ENCLOSED AREAS

A03013 03/01 General Safety and Operating Instructions A3-5

KEEP MIRRORS, WINDOWS, AND LIGHTS CLEAN

OPERATING THE MACHINE

WHEN STARTING ENGINE

Truck Operation - General

A3-6 General Safety and Operating Instructions A03013 03/01

• When parking, park a safe distance from other vehicles as determined by

CHECK WHEN TRAVELING IN REVERSE

A03013 03/01 General Safety and Operating Instructions A3-7

ENSURE GOOD VISIBILITY

OPERATE CAREFULLY ON SNOW

AVOID DAMAGE TO DUMP BODY

DO NOT GO CLOSE TO HIGH-VOLTAGE CABLES

Voltage Min. Safety Distance

between the machine and the electric cable.

A3-8 General Safety and Operating Instructions A03013 03/01