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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 and some of its constituents are known to
the State of California to cause cancer, birth defects and other
reproductive harm.
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.
FOREWORD
This Service 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 operators 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 HAULPAK

Model designation consists of three numbers and one letter (i.e. 210M). 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.
A00010 8/95 Introduction A-1
"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 READERS ATTENTION TO AVOID UNSAFE
OR IMPROPER PRACTICES WHICH MAY RESULT
IN DAMAGE TO THE EQUIPMENT.
THIS "ALERT" SYMBOL IS USED WITH THE SIGNAL WORDS,
"CAUTION", "DANGER", AND "WARNING" IN THIS MANUAL TO
ALERT THE READER TO HAZARDS ARISING FROM IMPROPER
OPERATING AND MAINTENANCE PRACTICES.
A-2 Introduction A00010 8/95
TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . D
TRANSMISSION AND PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F
DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
HYDRAIR

II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATORS CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00010 8/95 Introduction A-3
210M HAULPAK

TRUCK
A-4 Introduction A00010 8/95
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
COMPONENT DESCRIPTION AND SPECIFICATIONS
ENGINE
The 210M HAULPAK

is powered by a Cummins
KTTA--19C diesel engine. The truck is capable of
speeds up to 35 MPH (56.7 km/h).
TRANSMISSION
The diesel engine drives a remote-mounted Allison
CLT-6062 transmission incorporating a TC683 torque
converter. The transmission has six speeds "Forward"
and one "Reverse" and uses Allison Transmission Elec-
tronic Control (ATEC) for complete automatic shift
sequencing. By moving the operators Range Selector
in the cab, the operator may select "R" for Reverse, "N"
for Neutral or any one of six Forward driving ranges.
The Range Selector is an electronic-mechanical con-
trol unit. Each position (R,N,D,5,4,3,2,1) is selected by
releasing a range locking mechanism on the lever and
choosing the desired range. "D" will permit completely
automatic up and down shifts through all six ranges.
"5" will limit upshifts to 5th range only. "4" will limit
upshifts to 4th range only. "3" will limit upshifts to 3rd
range only. "2" will limit upshifts to 2nd range only. "1"
is a first range hold position and no upshifts are permit-
ted.
DYNAMIC RETARDING
Dynamic retarding is actuated by depressing the op-
erators retarder pedal which applies oil-cooled, rear
mounted, wet disc brakes only; the front brakes are not
applied.
Application of the retarder pedal may be fully modu-
lated and should be used to slow the truck during
normal truck operation, to control speed coming down
a grade or to make non-emergency stops. Use of the
retarder pedal saves wear on the front brakes and
provides better steering control.
SERVICE BRAKE SYSTEM
The service brakes are controlled by an all hydraulic
actuation system. Depressing the service brake pedal
actuates front dry disc brakes and rear wet disc brakes.
Automatic Emergency Braking is provided if system
pressure falls below a preset value. All functioning
wheel brakes will be automatically applied by accumu-
lators.
POWER STEERING
The HAULPAK

Truck is equipped with an orbital


power steering system mounted under the cab floor
with noise and vibration isolators. Emergency power
to safely steer the truck while stopping is provided
automatically by an accumulator.
INSTRUMENTS
The instrument panel located in the cab provides the
operator easy identification of all instruments and
gauges which are necessary to control the truck and
monitor the trucks operating systems.
SUSPENSION
HYDRAIR

II suspension cylinders located at each


wheel provide a smooth and comfortable ride for the
operator and dampens shock loads to the chassis
during loading.
FINAL DRIVE
Planetary Final Drive has full floating axle shafts and a
plug-in differential carrier assembly.
A02015 01/92 Component Description and Specifications A2-1
MODEL 210M HAULPAK

MAJOR COMPONENTS
A2-2 Component Description and Specifications A02015
The SPECIFICATIONS listed on these pages cover standard production. When optional equipment is selected, some
of these specifications and/or capacities may change.
ENGINE
Cummins . . . . . . . . . . . . . . . . . KTTA--19C
Number of Cylinders . . . . . . . . . . . . . . . . 6
Operating Cycle . . . . . . . . . . . . . . 4-Stroke
Rated Brake HP (SAE) 675 HP (504kW) @ 2100 RPM
Flywheel HP (SAE) . 641 HP (478kW) @ 2100 RPM
Maximum Torque:
. . . . . . . 1990 ft. lbs. (2698 N.m) @ 1400 RPM
TRANSMISSION ALLISON CLT-6062 w/ATEC
Torque Converter . . . . . . . . . . . . . . . TC683
6 Speeds FORWARD . . . . . . . . . . 1 REVERSE
SUSPENSION HYDRAIR

II
Stroke (Front & Rear) . . . . . . 10.88 in. (276 mm)
FINAL DRIVE
Ratios:
Bevel Set (differential) . . . . . . . . . . . 3.85:1
Planetary . . . . . . . . . . . . . . . . . . 5.70:1
Total Reduction . . . . . . . . . . . . . . . . 21.93:1
Maximum Speed . . . . . . . . 35 MPH (56.7 km/h)
TIRES (Standard) 24.00-35, 36 PR(E-3)
Rating Ton-MPH (m/ton-km/h) . . . . . . 180 (262.8)
24 VDC ELECTRIC SYSTEM
Batteries . . . . . . . Two 12 Volt Batteries in Series
Capacity . . . . . . . . . . . . . 200 Ampere-Hour
Alternator . . . . . . . . 24 Volt, 75 Amperes Output
Starter . . . . . . . . . . . . . . . . . DELCO-REMY
Lighting . . . . . . . . . . . . . . . . . . 24 Volt-DC
SERVICE CAPACITIES U.S. Gallons Liters
Engine Lube Oil:
Cummins . . . . . . . . . . . . . . 13 49.2
Cooling System . . . . . . . . . . . . 48 181.7
Fuel Tank . . . . . . . . . . . . . . 154 583.7
Hydraulic System (incl. tank) . . . . 144 545.0
Hydraulic Tank . . . . . . . . . . . 95 359.6
Transmission . . . . . . . . . . . . . 20 75.6
Final Drive . . . . . . . . . . . . . . . 56 212.2
Front Spindle . . . . . . . . . . . . . 1 3.8
HOIST SYSTEM
Tandem Pump Capacity:
Shaft End . . . . 94 gpm (355 l/min.) @ 2100 RPM
Cover End . . . . 80 gpm (303 l/min.) @ 2100 RPM
Relief Valve Pressure Setting 2750 psi (18961 kPa)
Hoist Cylinders . . . . 2 - Stage Hydraulic Cylinders
Filtration . . . . . Full-Flow, Remote-Mounted Filter
Return . . . . . . Full Flow, 12 Micron - Absolute
SERVICE BRAKES
Actuation . . . . . . . . . . . . . . . . All Hydraulic
Type:
(Front) Single Dry Disc with 2 Caliper Assy./Wheel
Total Braking Surface . . . 408 in.
2
(2 632 cm
2
)
(Rear) . . . . . . Dual Wet Disc Brake Assemblies
Total Braking Surface . . 9020 in.
2
(58 193 cm
2
)
STEERING
Turning Circle . . . . . . . . . . . . 69 ft. (21.0 m)
Pump Capacity . . . . . . . . . 22.7 gpm (85.9 lpm)
System Pressure . . . . . . . . 2750 psi (19.0 MPa)
DUMP BODY CAPACITIES
PAYLOAD (Rated) 55 Ton (49.9 mt)
Capacitiy:
Struck . . . . . . . . . . 31.1

cu. yds. (23.8 m
3
)
Heaped @ 2:1 (SAE) . . 44.0 cu. yds. (33.7 m
3
)
BODY
Material [Yield Strength] . . . . . . . . . Thickness
Floor [125,000 psi (862 mPa)Steel] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.75 in. (19 mm)
Front [90,000 psi (620 mPa)Steel] 0.50 in. (13 mm)
Sides [90,000 psi (620 mPa)Steel] 0.38 in. (10 mm)
WEIGHT DISTRIBUTION
EMPTY - STANDARD . . . . Pounds Kilograms
Front Axle . . . . . . . . . . . 44,390 20 135
Rear Axle . . . . . . . . . . . 45,910 20 824
Total . . . . . . . . . . . . . . 90,300 40 959
LOADED . . . . . . . . . . Pounds Kilograms
Front Axle . . . . . . . . . . . 66,700 30 255
Rear Axle . . . . . . . . . . 133,600 60 600
Total . . . . . . . . . . . . . 200,300 90 855
MAXIMUM ALLOWABLE GVW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210,000 95 340
A02015 01/92 Component Description and Specifications A2-3
OVERALL TRUCK DIMENSIONS
A2-4 Component Description and Specifications A02015
GENERAL SAFETY
This safety section also contains precautions for optional equipment and attachments.
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 later in this section.)
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 without authorization from Komatsu can create hazards.
Before making a modification, consult your Komatsu distributor. Komatsu will not be responsible for any injury
or damage caused by any unauthorized modification.
Read and follow all safety precautions. Failure to do so may
result in serious injury or death.
A03002 4/98 General Safety & Operation A3-1
STANDING UP FROM THE SEAT
To prevent any accident occurring if you should touch any control lever that is not locked, always carry out the
following before standing up from the operators seat.
Place the shift control lever at neutral (N) and set the parking lever to the PARKING position.
Lower the dump body, set the dump lever to the HOLD position, then apply the lock.
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 operators 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.
A: For use when getting on or off the machine from the left door.
B: For use when getting on or off the machine from the engine hood or right door.
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 & Operation A03002 4/98
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 go 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 go down.
3) Turn the cap slowly to release the pressure before removing the cap.
To prevent hot oil from spurting out:
1) Stop the engine.
2) Wait for the oil temperature to go 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.
A03002 4/98 General Safety & Operation A3-3
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. If is designed not only to support
the load if the machine should roll over, but also to absorb the impact energy.
The Komatsu ROPS fulfills all of the regulations and standards for all countries, but if it is rebuilt without
authorization 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 contact your Komatsu 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 an optional attachment, 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 or your Komatsu distributor. Use of unauthorized
attachments could create a safety problem and adversely affect the proper operation and useful life of the
machine.
Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the
responsibility of Komatsu.
A3-4 General Safety & Operation A03002 4/98
PRECAUTIONS DURING OPERATION
BEFORE STARTING ENGINE
SAFETY AT WORKSITE
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.
Check the river bed condition, and depth and flow of water before crossing shallow parts of river. NEVER be in
water which is in excess of the permissible water depth.
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.
FIRE PREVENTION
Thoroughly remove wood chips, leaves, paper and other flammable things accumulated in the engine compart-
ment. They 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.
IN OPERATORS CAB
Do not leave tools or spare parts lying around in the operators compartment. They may damage or break the
control levers or switches. Always put them in the tool box on the right side of the machine.
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.
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.
A03002 4/98 General Safety & Operation A3-5
KEEP MIRRORS, WINDOWS, AND LIGHTS CLEAN
Remove any dirt from the surface of the windows or lights to ensure good visibility.
Adjust the rear view mirror to a position where the operator can see best from the operators seat, and keep the
surface of the mirror clean. If any glass should break, replace it with a new part.
Check that the machine is equipped with the head lamps and working lamps needed for the operating conditions.
Check that all the lamps light up properly.
A3-6 General Safety & Operation A03002 4/98
OPERATING MACHINE
WHEN STARTING ENGINE
Walk around your machine again just before mounting it, checking for people and objects that might be in the
way.
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 operators compartment or any other place on the machine.
For machines equipped with a back-up alarm buzzer, check that the alarm buzzer works properly.
CHECK WHEN TRAVELING IN REVERSE
Before operating the machine or work equipment, do as follows:
Sound the horn to warn people in the area.
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 steering wheel will not work, and it will be dangerous
to drive the machine. Apply the brakes immediately and stop the machine.
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 brake 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, also, to stop the machine.
A03002 4/98 General Safety & Operation A3-7
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
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 operators compartment.
When carrying out operations near high voltage cables, do not let anyone come close to the machine.
Check with the electricity company about the voltage of the cables before starting operations.
Voltage Min. Safety Distance
6.6 kV 3 m 10 ft
33.0 kV 4 m 14 ft
66.0 kV 5 m 17 ft
154.0 kV 8 m 27 ft
275.0 kV 10 m 33 ft
A3-8 General Safety & Operation A03002 4/98
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 your machine too close to the edge of cliffs, overhangs, and deep ditches. If these areas collapse,
your 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 are loose. They can collapse under the weight or vibration of
your machine.
When operating in places where there is danger of falling rocks or danger of the machine turning over, always
install ROPS and a seat belt.
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 operators 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.
A03002 4/98 General Safety & Operation A3-9
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.
A3-10 General Safety & Operation A03002 4/98
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 wire rope 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 "Operating Instructions" later in this section or in Section 3 in the Operation &
Maintenance Manual.)
A03002 4/98 General Safety & Operation A3-11
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 operators 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.
PERIODIC REPLACEMENT OF CRITICAL PARTS
Periodically replace parts used to insure safety or prevent accident. (See PERIODIC REPLACEMENT OF
COMPONENT PARTS FOR SAFETY DEVICES, Section 4.)
Replace these components periodically with new ones, regardless of whether or not they appear to be defective.
These components deteriorate over time.
Replace or repair any such components if any defect is found, even though they have not reached the time
specified.
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 set the shift control lever to
the neutral position (N) and the parking brake lever to the PARKING position. Always carry out the work with two
people. One person should sit on the operators seat so that he can stop the engine if necessary. NEVER move
any controls you do not need to operate.
When servicing the machine, be careful not to touch any moving part or get your clothes caught.
Put blocks under the wheels.
When carrying out service with the dump body raised, always place the dump lever at the HOLD position, apply
the lock, and insert the safety pins securely.
A3-12 General Safety & Operation A03002 4/98
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
operators compartment.
RULES TO FOLLOW WHEN ADDING FUEL OR OIL
Spilled fuel and oil may cause you to slip, so always wipe it up 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.
A03002 4/98 General Safety & Operation A3-13
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 your skin
or enters your 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.
A3-14 General Safety & Operation A03002 4/98
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.
A03002 4/98 General Safety & Operation A3-15
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 values given in this manual for the tire inflation pressure and permissible speed 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
contact your Komatsu distributor or tire maker.
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 you do not understand the proper procedure for carrying out maintenance or replacement of the wheel or tire, and
you use the wrong method, the wheel or tire may burst and cause serious injury or damage. When carrying out such
maintenance, please consult your Komatsu distributor or tire maker.
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.
A3-16 General Safety & Operation A03002 4/98
SAFETY RULES
Safety records of most organizations will show that the
greatest percentage of accidents are caused by un-
safe acts of persons while the remainder are caused
by unsafe mechanical or physical conditions.
The following safety rules are intended to instruct the
truck operator on what to do and not to do while
operating the truck. However, all situations cannot be
covered by these safety rules; local conditions and
regulations may add many more to this list.
GENERAL
1. Prevention is the best safety program. Prevent
accidents by knowing all the safety regulations
required by the employer, all necessary precau-
tions at the job site, and the manufacturers rec-
ommendati ons for the truck. Report any
conditions that need attention to the proper
authorities.
2. Wear proper clothing. Loose fitting clothing, un-
buttoned jackets and sleeves, jewelery, etc. can
catch on a protrusion and cause a potential haz-
zard.
3. Always use personal safety equipment such as
safety shoes, safety glasses and hard hat. There
may be conditions when ear protective devices
should also be worn.
4. When walking to or from the truck, keep a safe
distance from all machines even if the operator is
visible.
Before Starting Engine
1. Carefully study the Operator Handbook before
starting engine or driving truck. Give particular
attention to safety material and caution and warn-
ing decals. Only qualified operators or techni-
cians should attempt to operate the truck.
2. Before operating truck, a careful visual inspection
as well as operational checks should be com-
pleted. Report any items that need attention to the
proper authority.
a. Inspect entire truck for oil or coolant leaks.
If engine has been running, allow coolant to cool
before removing the fill cap or draining radiator.
Any operating fluid, such as hydraulic oil, or en-
gine coolant escaping under pressure, can have
sufficient force to enter a persons body by pene-
trating the skin and cause serious injury and pos-
sibly death, if proper medical treatment by a
physician who is familiar with this type of injury is
not received immediately.
b. When checking coolant in radiator, relieve
pressure before removing radiator cap.
c. Check tires for cuts, damage or "bubbles".
Check tires for proper inflation. If tire is warm
from operation, allow tire to cool before adjust-
ing tire pressure. If inflation is needed, use an
air chuck with extension hose clipped on the
tire inflation valve to allow service away from
front of wheel.
d. Visually inspect all headlights, worklights, clear-
ance lights, and taillights for damage and be
certain lenses are clean. Good visibility may
prevent an accident.
e. Upon completion of an exterior inspection of
the truck, clean mud, grease, ice or snow from
shoes and ladder before climbing access lad-
der.
f. Always use handrails and ladder when mount-
ing or dismounting truck.
Always mount and dismount facing the truck.
Never attempt to mount or dismount while the
truck is in motion.
g. Check the deck areas for debris or loose hard-
ware.
h. When getting in or out of truck cab, face the
cab and use handrails provided.
A03002 4/98 Safety Rules A3-17
i. Become familiar with all protective equipment
devices on the truck and insure that these
items (seat belts, grab bars, anti-skid material,
canopies, etc.) are securely in place.
j. Check on-board fire extinguishers. Do not use
a fire extinguisher for any purpose other than
extinguishing a fire. If extinguisher is used,
report the occurrence so it may be refilled or
replaced.
Starting Engine And General Operation
1. Make sure all persons are clear of truck before
starting engine. Always sound the horn as a
warning device before activating any controls.
When backing the truck, give backup signal (three
blasts on horn); when starting forward, two blasts
on horn. These signals must be given each time
the truck is moved forward or backward.
2. Insure adequate ventilation before startup if the
truck is in an enclosure. Exhaust fumes are dan-
gerous.
3. If a cold weather starting aid is used, read and
follow the manufacturers instructions for use and
disposal.
Starting fluid is highly flammable. Use with ex-
treme care.
4. Check windshield wipers, lights, windows and
horn for proper operation and cleanliness.
5. Operate each of the truck brake circuits at least
twice prior to operating and moving the truck.
These checks should include individual activa-
tions of the service brake, parking brake, and
brake lock with the engine running. If any appli-
cation/release of any brake circuit does not ap-
pear proper, or if sluggishness is apparent on
application/release, shut the truck down and no-
tify maintenance personnel. DO NOT operate
truck until brake circuit in question is fully opera-
tional.
Use brake lock at dump or loading site ONLY. DO
NOT use brake lock to park the truck with engine
shut down or to stop the truck during routine
operation.
6. Check parking brake periodically during shift. Use
parking brake for parking only.
7. Observe safety and warning decals on the truck
at all times.
8. Keep all unauthorized reading material out of truck
cab.
9. Do not carry tools and supplies in cab of truck or
allow trash to accumulate in cab.
10. Do not allow anyone to ride on decks or steps of
truck. Riders should be in cab only.
11. Only authorized persons are allowed to ride in the
truck cab. Wear seat belts at all times.
12. Do not allow anyone to get on or off truck while it
is in motion.
13. Do not move truck into or out of a building without
a signal person present.
14. DO NOT leave truck unattended while engine is
running.
15. 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. Initial inflation to required pres-
sure must be done with a safety cage or rack
enclosing the tire and rim assembly. Observers
should not be permitted in the area and should be
kept at least 1500 ft. (457 m) away from the side
of such tires.
Do not weld or apply heat on the rim assembly with
the tire mounted on the rim. Resulting gases inside
the tire may ignite causing explosion of tire and
rim.
In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck
until the tire and wheel are cool. Tire and rim
assembly may explode if subjected to excessive
heat. Personnel should move to a remote or pro-
tected location if sensing excessively hot brakes,
smell of rubber burning or evidence of fire near tire
and wheel area.
A3-18 Safety Rules A03002 4/98
If the truck must be approached to extinguish a
fire, those personnel should do so only from the
front or the back of the tire, unless protected by
use of large heavy equipment as a shield. Stay at
least 50 feet (15 m) from the tread of the tire.
16. Report haul road, pit or dump conditions which
may present hazzards (muddy roads, ice, snow,
pot holes, spilled debris, etc.) immediately to su-
pervisor.
Loading
1. Pull into the loading area with caution. Remain at
a safe distance while truck ahead of you is being
loaded.
2. Do not drive over unprotected power cables.
3. When approaching or leaving a loading area,
watch out for other trucks and for personnel work-
ing in the area.
4. When positioning truck under shovel, follow
"Spotter" or "Shovel Operator" signals. Operator
may speed up loading operations by watching
truck position ahead of him in order to judge
where he is to place his unit.
5. While truck is being loaded, operator should stay
in cab of truck. Apply brake lock during loading
operation.
6. After truck is loaded, pull away from shovel with
caution.
Hauling
1. Stay alert! Govern truck speed by the road condi-
tions, weather and visibility.
2. Always operate truck so it is under control at all
times.
3. Use extreme caution when approaching a haul
road intersection. Be prepared to avoid collisions
with other vehicles. Watch for oncoming vehicles
and be prepared to slow down and move aside if
haul road is restricted.
4. Obey all road signs.
5. If unfamiliar with the road, drive with extra caution.
6. Always dim headlights when meeting oncoming
vehicles.
7. Maintain a safe distance when following another
truck. Never approach another truck from the
rear, in the same lane, closer than 50 ft. (15 m).
When operating on a down grade, this distance
should be no closer than 100 ft. (30 m).
8. Before starting up or down a grade, maintain a
speed that will insure safe driving and provide
effective retarding under all conditions. Refer to
speed/grade decal in operator cab.
9. When operating truck in darkness or when visibil-
ity is poor, do not move truck unless headlights
are on. Do not back truck without a spotter if
backup horn or lights are inoperative.
10. When backing the truck, give backup signal (three
blasts on horn); when starting forward, two blasts
on horn. These signals must be given each time
the truck is moved forward or backward.
11. Do not stop or park on a haul road unless unavoid-
able. If you must stop, move truck to a safe place,
apply parking brake, block wheels securely and
notify maintenance personnel for assistance.
12. Cab doors should remain closed at all times while
truck is in motion or unattended.
A03002 4/98 Safety Rules A3-19
Passing
1. Use only the areas designated for passing. Before
passing, make sure the road ahead is clear.
2. Do not pass another vehicle on a hill or blind curve.
3. If a disabled truck is blocking your lane, slow down
and pass with extreme caution.
Dumping
1. Pull into dump area using caution. Carefully ma-
neuver truck into dump position. Obey signals as
directed by the spotter, if present.
2. When in dump position, apply wheel brake lock
and move selector switch to "Neutral" position.
3. Put hoist control lever in "Hoist" position and
depress throttle pedal.
4. Remove foot from throttle pedal as last stage of
hoist cylinder starts to extend.
5. After load has been dumped, place hoist control
lever in the down position and release the lever
allowing the body to return to the frame.
6. With body completely down against frame, leave
the dump area.
The truck is not to be moved with the dump body
raised EXCEPT IN EMERGENCIES.
Failure to follow this CAUTION may result in hoist
cylinder, frame, and/or body hinge pin damage.
Parking
1. When parking, park only in designated parking
areas and at a safe distance from other vehicles
as determined by supervisor.
2. If parking truck in other than designated parking
area is necessary, select a level area, apply
parking brake and block wheels front and rear. Do
not use brake lock as a parking brake.
3. If necessary to park on a slope, park at right angles
to the incline and block wheels securely.
4. When parking do not leave truck unattended if
engine is left running or if dump body is raised.
5. If engine is to be shut down, follow procedure
outlined under "Shutting Down Engine".
Shutting Down Engine
1. Bring truck to complete stop, move range selector
to the "Neutral" position and apply parking brake.
2. Allow engine to run from 3 to 5 minutes at idle to
provide cooling of the engine.
Do not leave truck unattended during engine idle
cool down period.
3. Turn off all lights and accessories.
4. Engine shutdown may be activated when key-
switch is moved to the "Off" position on some
trucks; other trucks may require depressing and
holding a shutdown button until the engine stops.
Refer to the Operator Handbook for specific
model information. Some trucks may include an
optional "Ground Level Shutdown" button .
5. Close and lock all windows, remove key from
key-switch and lock cab to prevent unauthorized
truck operation. Dismount truck properly.
A3-20 Safety Rules A03002 4/98
When Service Is Necessary
1. If truck is to be towed for any reason, use a rigid
tow bar. Check truck cab for decal recommending
special towing precautions. Refer to "Towing"
instructions for further precautions.
2. When truck body is in the dump position, do not
allow anyone beneath it unless "body-up" retain-
ing cable or pins are installed.
3. Do not repair or service truck while engine is
running, except when adjustments can only be
made under such conditions. Keep a safe dis-
tance from moving parts.
4. When servicing air conditioning system with re-
frigerant, wear a face shield and cold resistant
gloves for protection against freezing.
5. Follow package directions carefully when using
cleaning solvents.
6. If an auxiliary battery assist is needed, turn off all
accessories and be sure area is well ventilated.
NOTE: HAULPAK Trucks are generally equipped with
two 12 volt batteries connected in series to provide 24
volt output. Be sure to maintain correct voltage and
polarity when connecting booster cables. Damage to
electrical components may result if voltage and polarity
are not correct.
Lead-sulphate batteries will give off hydrogen gas!
Sparks or flame near these batteries may cause a
violent explosion which will expel debris and ex-
tremely toxic and corrosive sulphuric acid!
Use the following procedure to minimize the pos-
sibility of sparks in the vicinity of the battery:
a. Connect one lead of booster cable to 24V
positive (+) post of battery needing assist, and
other lead of the booster cable to the 24V
positive (+) post of auxiliary battery.
b. Connect one lead of second booster cable to
24V negative (-) post of auxiliary battery and
then connect other lead of the booster cable to
a good frame ground on the disabled truck
away from the battery needing assist.
Towing
Prior to towing a truck, many factors must be carefully
considered. Serious personal injury and/or significant
property damage may result if important safety prac-
tices, procedures and preparation for moving heavy
equipment are not observed.
Both right and left planetary sun gears/drive axles
should be removed before any towing. Refer to
Section "G" for these instructions. Extensive sec-
ondary damage can occur to final drive compo-
nents and/or transmission, if truck is towed
without first removing sun gears/drive axles.
A disabled truck may be towed after the following
MINIMUM precautions have been taken.
1. Shut down engine.
2. Refer to operators cab for towing decal for any
special instructions.
3. If truck is equipped, install hydraulic connections
for steering and dumping between towing and
towed vehicles.
4. Inspect tow bar for adequacy (approximately 1.5
times the gross vehicle weight of truck being
towed).
5. Determine that towing vehicle has adequate ca-
pacity to both move and stop the towed truck
under all conditions.
6. Protect both operators in the event of tow bar
failure.
7. Block disabled truck to prevent movement while
attaching tow bar.
8. Release disabled truck brakes and remove block-
ing.
Do not tow the truck any faster than 5 MPH (8 kph).
9. Sudden movement may cause tow bar failure.
Smooth and gradual truck movement is preferred.
10. Minimize tow angle at all times - NEVER EXCEED
30
o
. The towed truck must be steered in the direc-
tion of the tow bar.
A03002 4/98 Safety Rules A3-21
NOTES
A3-22 Safety Rules A03002 4/98
WARNINGS AND CAUTIONS
The following paragraphs give an explanation of the
Warning, Caution, Danger and Service Instruction
plates and decals attached to the truck. The plates and
decals listed here are typical of this model HAULPAK

,
but because of customer options, individual trucks
may have plates and decals that are different from
those shown here.
The plates and decals must be kept clean and legible.
If any decal or plate becomes worn or unable to be
read, it should be replaced with a new one. Order
replacements by the part number shown at the bottom
of the plate or decal.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine idle decal WA9706 is located in the cab, above
the windshield. The operator is cautioned that damage
can occur to the turbocharger if the engine is not
properly idled for three minutes before shutdown.
These instructions are very important.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
The WA9721 towing "Caution" decal is located to the
right of operator, above the windshield. Do not tow the
truck without first removing the sun gears and sun
shafts from the planetary drive. If these parts are not
removed, damage to the transmission and/or final drive
will result when the truck is towed. Refer to Section "G",
Planetary Drive, for instructions.
Do not tow the truck faster than 5 MPH (8 KPH).
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
WA9741Caution decal is located inside the cab above
the windshield. It cautions the operator that the maxi-
mum brake oil temperature is 250
o
F (121
o
C) and maxi-
mum engine speed is 2350 RPM. Exceeding these
limits may result in vehicle damage. The graph pro-
vides speed guide lines to be used to maintain these
limits when descending various grades with a loaded
truck.
When descending a grade and applying the retarder
pedal, the operator should observe both the Tachome-
ter and the Brake Oil Temperature Gauge. The engine
RPM must be maintained at 1650 -- 2350 RPM (green
area on tachometer) and the Brake Oil Temperature
must be maintained below 250
o
F (121
o
C).
If the operator observes that either of these values are
about to be exceeded, the operator should immedi-
ately move the transmission range selector to the next
lower range and apply the service brakes until the truck
is slowed to a speed which will permit the transmission
to downshift to the gear range selected.
A04017 1/92 Warnings and Cautions A4-1
The welding "Caution" plate WA9713 is located in the
cab above the windshield. These instructions MUST be
followed when welding is done on the truck to avoid
damage to the ATEC components.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A ROPS/FOPS Warning plate is located on the right
side of the cab above the windshield. It specifies that
the structure as manufactured meets SAE specifica-
tions and warns that these specifications may be im-
paired if subjected to any modifications or damage.
WA9779 Caution decal is located in the cab on the back
of the sunvisor and specifies that during first four hours
of operation, the Truck Speed SHOULD NOT Exceed
25 MPH (40 KPH) in order to properly break-in the oil
brake seals.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
On the right side of the operators instument panel is a
series of three Warnings.
The Warning on the left specifies that wheel brake lock
is not to be used for parking. If engine is not running,
brake pressure may bleed down allowing brakes to be
released. It should be used only at the shovel or dump,
or for emergency.
A4-2 Warnings and Cautions A04017 1/92
The center Warning specifies that if any of the red lights
on the instrument panel are "ON" (during truck opera-
tion), the truck should not be operated. The switch in
this panel is a manual test switch to check all indicator
lights for operation.
The Warning on the right specifies that when the slip-
pery road control is in use, braking power to the front
wheels is reduced. The Slippery Road switch will not
be present on Haulpak

Trucks with rear oil-cooled


disc brakes.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
WA6488 instruction decal is applied to the right side
window of the cab. It identifies the various symbols that
may appear on the instrument panel and gauges. Refer
to Operator Controls, Section "N", for description of
function or control being identified by symbol.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
WA9702 decal is located on top of the battery box
cover. The battery box is mounted on top of the right
deck structure. This decal informs the technician that
the truck electrical system is Negative Ground. If the
batteries are removed, proper polarity must be main-
tained at installation. Always disconnect ground first.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attached to the exterior of the battery compartment is
danger plate WA9704. This plate stresses the need to
keep from making any sparks near the battery. When
getting a battery assist from one truck to another, all
switches must be "Off" prior to making any connec-
tions. Be certain to maintain correct polarity. Connect
one lead of booster cable to 24V positive (+ ) post of
battery needing assist, and other lead of the booster
cable to the 24V positive (+ ) post of auxiliary battery.
Connect one lead of second booster cable to 24V
negative (-) post of auxiliary battery and then connect
other lead of the booster cable to a good frame ground
on the disabled truck away from the battery needing
assist. This procedure will avoid the possibility of caus-
ing sparks near the battery where explosive gases may
be present.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Warning plate WA9707 is mounted on top of the radia-
tor grille near the radiator cap. Radiator pressure
must be released (refer to Radiator, Section "C"),
before removing the radiator cap after engine has
been running. The engine cooling system is controlled
by thermostats which keep coolant temperature be-
tween 160
o
- 190
o
F (71
o
- 88
o
C) during operation. Hot
coolant may be expelled from the radiator resulting in
serious scalding and burning if pressure is not released
prior to removal of cap.
A04017 1/92 Warnings and Cautions A4-3
Decal WA9722 is located on the engine air cleaner
which is on the deck above the right front wheel. Refer
to Section "C for air cleaner service.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instructional decal WA9720 is located on a switch box
on the left side of the engine. The small toggle switch
on top of the box disconnects both the 24 VDC and 12
VDC from the ATEC system. The large "T" handle on the
face of the switch box disconnects ALL electrical power
to the truck except the ATEC system when pulled out
and rotated either direction from the horizontal posi-
tion.
When disconnecting batteries, be certain that the
ATEC disconnect switch is "OFF" before physically
removing battery cables. Additionally, do not turn
ATEC switch "ON" before all battery connections are
secure.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Warning plates WA9705 are mounted on the frame in
front of and to the rear of both front tires. Technicians
making adjustments are warned that the clearances
change when the truck is steered. Serious injury by
crushing may occur if care is not taken.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WA4990 Warning plate is located on the top of the
parking brake actuator. It warns that the unit contains
a spring with a preloaded force of 600 lb. (270 kg). Refer
to Parking Brake, Section "J" for service instructions.
Serious injury may result if proper procedures are not
followed.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A4-4 Warnings and Cautions A04017 1/92
WA9712 Warning plate is attached to both the hydrau-
lic and fuel tank. For the safety of technicians who may
be working on the truck with the body in the raised
position, they are warned to make sure safety pin
(body-up retaining pin) is in position.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Danger plate WA2892 is attached to each suspension
cylinder as well as steering and brake accumulators.
This plate contains instructions for releasing internal
pressure prior to disconnecting any hydraulic lines or
hardware.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
TY5888 Warning decal is applied to the Steering accu-
mulator and both Brake accumulators to warn servic-
ing personnel of both high gas pressure and hydraulic
pressure. Be certain pressures are released before
disconnecting any lines or disassembly of the cylin-
ders. Refer to Sections "J" and "L" for accumulator
bleeddown instructions.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
WA9719 hydraulic oil level check decal is located on
the hydraulic tank. The information given on this decal
provides the proper method of filling the hydraulic tank.
If the steps are not followed closely, possible damage
to hydraulic components may occur or possible injury
to the technician servicing the truck.
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
A04017 1/92 Warnings and Cautions A4-5
WA9723 decal is located above the transmission fill
tube on front side of the hydraulic tank. It cautions the
servicing technician to refer to the service manual for
proper filling instructions to avoid serious damage to
the transmission.
VH8394 Identification plate is located on the right side
of the main frame, just in front of front wheel. Refer to
serial number on this plate whenever reporting truck
conditions.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WA8875 Lubrication Chart is mounted on the front of the right front deck support. Refer to this chart for lubrication
specifications and lubrication intervals.
A4-6 Warnings and Cautions A04017 1/92
STANDARD CHARTS AND TABLES
This manual provides dual dimensioning for most
specifications. U.S. standard units are specified first,
with metric (SI) units in parentheses. References
throughout the manual to standard torques or other
standard values will be to one of the following Charts
or Tables. For values not shown in any of the charts or
tables, standard conversion factors for most com-
monly used measurements are provided in TABLE XIII,
page A5-6.
INDEX OF TABLES
TABLE I . . . . Standard Torque Chart (SAE) A5-1
TABLE II Standard Torque, 12-Point, Grade 9 A5-2
TABLE III . Standard Metric Assembly Torque A5-2
TABLE IV . . . . . JIC Swivel Nuts Torque Chart A5-3
TABLE V . . . . . . . . Pipe Thread Torque Chart A5-3
TABLE VI . . . . . . . . O-Ring Boss Torque Chart A5-3
TABLE VII . . . . O-Ring Face Seal Torque Chart A5-3
TABLE VIII . . Torque Conversions (ft.lbs -- N.m) A5-4
TABLE IX . Torque Conversions (ft.lbs -- kg.m) A5-4
TABLE X . . Pressure Conversions (psi -- kPa) A5-4
TABLE XI . . Pressure Conversions (psi -- MPa) A5-4
TABLE XII . . . . . . . . Temperature Conversions A5-5
TABLEXIII . . . Common Conversion Multipliers A5-6
EFFECT OF SPECIAL LUBRICANTS
On Fasteners And Standard Torque Values
Haulpak Division does NOT recommend the use of
special "friction-reducing" lubricants such as, "Copper
Coat", "Never Seize", and other similar products on the
threads of standard fasteners where "standard torque"
values are applied.
The use of special "friction-reducing" lubricants will
significantly alter the clamping force being applied to
fasteners during the tightening process. If special "fric-
tion-reducing" lubricants are used with the "Standard
Torque" values listed below in Table I (and most Haul-
pak service manuals), excessive stress and possible
breakage of the fasteners may result.
Where Torque Tables specify "Lubricated Threads" for
the Standard Torque values listed, these standard
torque values are to be used with simple lithium
base chassis grease (multi-purpose EP NLGI) or a
rust- preventive grease (see list, page A5-2) on the
threads and seats, unless specified otherwise.
NOTE: Always be sure threads of fasteners and tapped
holes are free of burrs or other imperfections before
assembling.
Standard Torque values are not to be used when
"Turn-of-the-Nut" tightening procedures are rec-
ommended.
CAP-
SCREW
THREAD
SIZE
TORQUE -- GRADE 5 TORQUE -- GRADE 8
CAPSCREW
THREAD
SIZE
TORQUE -- GRADE 5 TORQUE -- GRADE 8
ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m ft. lbs. kg.m N.m
1/4--20 7 0.97 9.5 10 1.38 13.6 3/4--16 235 32.5 319 335 46.3 454
1/4--28 8 1.11 10.8 11 1.52 14.9 7/8--9 350 48.4 475 500 69.2 678
5/16--18 15 2.07 20.3 21 2.90 28 7/8--14 375 51.9 508 530 73.3 719
5/16--24 16 2.21 22 22 3.04 30 1.0--8 525 72.6 712 750 103.7 1017
3/8--16 25 3.46 34 35 4.84 47 1.0--12 560 77.4 759 790 109.3 1071
3/8--24 30 4.15 41 40 5.5 54 1.0--14 570 78.8 773 800 110.6 1085
7/16--14 40 5.5 54 58 8.0 79 1 1/8--7 650 89.9 881 1050 145 1424
7/16--20 45 6.2 61 62 8.57 84 1 1/8--12 700 96.8 949 1140 158 1546
1/2--13 65 9 88 90 12.4 122 1 1/4--7 910 125.9 1234 1480 205 2007
1/2--20 70 9.7 95 95 13.1 129 1 1/4--12 975 134.8 1322 1580 219 2142
9/16--12 90 12.4 122 125 17.3 169 1 3/8--6 1200 166 1627 1940 268 2630
9/16--18 95 13.1 129 135 18.7 183 1 3/8--12 1310 181 1776 2120 293 2874
5/8--11 125 17.3 169 175 24.2 237 1 1/2--6 1580 219 2142 2560 354 3471
5/8--18 135 18.7 183 190 26.2 258 1 1/2--12 1700 235 2305 2770 383 3756
3/4--10 220 30.4 298 310 42.8 420
TABLE I
STANDARD TORQUE CHART
SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS)
TOLERANCES 10%
GRADE 5 GRADE 8
A05001 10/96 Standard Torque Charts and Tables A5-1
Standard Assembly Torques For
12-Point, Grade 9, Capscrews (SAE)
The following specifications appy to required assembly
torques for all 12-Point, Grade 9 (170,000 psi minimum
tensile), Capscrews.
Capscrew threads and seats SHALL be lubricated
when assembled.
Unless instructions specifically recommend oth-
erwise, these standard torque values are to be
used with simple lithium base chassis grease
(multi-purpose EP NLGI) or a rust- preventive
grease (see list, this page) on the threads.
Torques are calculated to give a clamping force
of approximately 75% of proof load.
The maximum torque tolerance shall be 10% of
the torque value shown.
TABLE II - STANDARD ASSEMBLY TORQUE
for 12-Point, Grade 9, Capscrews
CAPSCREW
SIZE*
TORQUE
ft. lbs.
TORQUE
N.m
TORQUE
kg.m
0.250 - 20 12 16 1.7
0.312 - 18 24 33 3.3
0.375 - 16 42 57 5.8
0.438 - 14 70 95 9.7
0.500 - 13 105 142 14.5
0.562 - 12 150 203 20.7
0.625 - 11 205 278 28.3
0.750 - 10 360 488 49.7
0.875 - 9 575 780 79.4
1.000 - 8 860 1166 119
1.000 - 12 915 1240 126
1.125 - 7 1230 1670 170
1.125 - 12 1330 1800 184
1.250 - 7 1715 2325 237
1.250 - 12 1840 2495 254
1.375 - 6 2270 3080 313
1.375 - 12 2475 3355 342
1.500 - 6 2980 4040 411
1.500 - 12 3225 4375 445
* Shank Diameter (in.) - Threads per in.
This Table represents standard values only.
Do not use these values to replace torque values which are
specified in assembly instructions.

Standard Metric Assembly Torque For
Class 10.9 Capscrews & Class 10 Nuts
The following specifications appy to required assembly
torques for all meteric Class 10.9 finished hexagon
head capscrews and Class 10 nuts.
Capscrews threads and seats SHALL NOT be
lubricated when assembled. These specifications
are based on all capscrews, nuts, and hardened
washers being phosphate and oil coated.
NOTE: If zinc-plated hardware is used, each
piece must be lubricated with a Rust Preventive
Grease or Lithium-base grease to achieve the
same clamping forces provided below.
Torques are calculated to give a clamping force
of approximately 75% of proof load.
The maximum torque tolerance shall be within
10% of the torque value shown.
TABLE III - STANDARD METRIC ASSEMBLY TORQUE
CAPSCREW
SIZE*
TORQUE
N.m
TORQUE
ft. lbs.
TORQUE
kg.m
M 6 x 1 12 9 1.22
M 8 x 1.25 30 22 3.06
M10 x 1.5 55 40 5.61
M12 x 1.75 95 70 9.69
M14 x 2 155 114 15.81
M16 x 2 240 177 24.48
M20 x2.5 465 343 47.43
M24 x 3 800 590 81.6
M30 x 3.5 1600 1180 163.2
M36 x 4 2750 2028 280.5
* Shank Diameter (mm) x Threads per mm.
This Table represents standard values only.
Do not use these values to replace torque values which are
specified in assembly instructions.
SUGGESTED* SOURCES FOR
RUST PREVENTIVE GREASE:
AMERICAN ANTI-RUST GREASE # 3-X from
Standard Oil Company (also American Oil Co.)
GULF NORUST # 3 from Gulf Oil Company.
MOBILARMA 355, Product No. 66705 from
Mobil Oil Corporation.
RUST BAN 326 from Humble Oil Company.
RUSTOLENE B GREASE from
Sinclair Oil 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 10/96
TABLE IV
TORQUE CHART FOR JIC 37 SWIVEL NUTS
WITH OR WITHOUT O-RING SEAL
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF -- 2B
TORQUE
FT. LBS.
-- 2 0.125 0.312--24 4 1
-- 3 0.188 0.375--24 8 3
-- 4 0.250 0.438--20 12 3
-- 5 0.312 0.500--20 15 3
-- 6 0.375 0.562--18 18 5
-- 8 0.500 0.750--16 30 5
-- 10 0.625 0.875--14 40 5
-- 12 0.750 1.062--12 55 5
-- 14 0.875 1.188--12 65 5
-- 16 1.000 1.312--12 80 5
-- 20 1.250 1.625--12 100 10
-- 24 1.500 1.875--12 120 10
-- 32 2.000 2.500--12 230 20
TABLE V
TORQUE CHART FOR
PIPE THREAD FITTINGS
SIZE
CODE
PIPE THREAD
SIZE
WITH
SEALANT
FT. LBS.
WITHOUT
SEALANT
FT. LBS.
-- 2 0.125--27 15 3 20 5
-- 4 0.250--18 20 5 25 5
-- 6 0.375--18 25 5 35 5
-- 8 0.500--14 35 5 45 5
-- 12 0.750--14 45 5 55 5
-- 16 1.000--11.50 55 5 65 5
-- 20 1.250--11.50 70 5 80 5
-- 24 1.500--11.50 80 5 95 10
-- 32 2.000--11.50 95 10 120 10
TABLE VI
TORQUE CHART FOR
O-RING BOSS FITTINGS
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF -- 2B
TORQUE
FT. LBS.
-- 2 0.125 0.312--24 4 2
-- 3 0.188 0.375--24 5 2
-- 4 0.250 0.438--20 8 3
-- 5 0.312 0.500--20 10 3
-- 6 0.375 0.562--18 13 3
-- 8 0.500 0.750--16 24 5
-- 10 0.625 0.875--14 32 5
-- 12 0.750 1.062--12 48 5
-- 14 0.875 1.188--12 54 5
-- 16 1.000 1.312--12 72 5
-- 20 1.250 1.625--12 80 5
-- 24 1.500 1.875--12 80 5
-- 32 2.000 2.500--12 96 10
TABLE VII
TORQUE CHART FOR
O-RING FACE SEAL FITTINGS
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF -- 2B
TORQUE
FT. LBS.
-- 4 0.250 0.438--20 11 1
-- 6 0.375 0.562--18 18 2
-- 8 0.500 0.750--16 35 4
-- 10 0.625 0.875--14 51 5
-- 12 0.750 1.062--12 71 7
-- 16 1.000 1.312--12 98 6
-- 20 1.250 1.625--12 132 7
-- 24 1.500 1.875--12 165 15
A05001 10/96 Standard Torque Charts and Tables A5-3
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
See NOTE on page A5-5
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
See NOTE on page A5-5
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
See NOTE on page A5-5
A5-4 Standard Torque Charts and Tables A05001 10/96
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 VIII.
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
C
FAHRENHEIT
F
CELSIUS
C
FAHRENHEIT
F
CELSIUS
C
FAHRENHEIT
F
121 250 482 63 145 293 4 40 104
118 245 473 60 140 284 2 35 95
116 240 464 57 135 275 -- 1 30 86
113 235 455 54 130 266 -- 4 25 77
110 230 446 52 125 257 -- 7 20 68
107 225 437 49 120 248 -- 9 15 59
104 220 428 46 115 239 -- 12 10 50
102 215 419 43 110 230 -- 15 5 41
99 210 410 41 105 221 -- 18 0 32
96 205 401 38 100 212 -- 21 -- 5 23
93 200 392 35 95 293 -- 23 -- 10 14
91 195 383 32 90 194 -- 26 -- 15 5
88 190 374 29 85 185 -- 29 -- 20 -- 4
85 185 365 27 80 176 -- 32 -- 25 -- 13
82 180 356 24 75 167 -- 34 -- 30 -- 22
79 175 347 21 70 158 -- 37 -- 35 -- 31
77 170 338 18 65 149 -- 40 -- 40 -- 40
74 165 329 15 60 140 -- 43 -- 45 -- 49
71 160 320 13 55 131 -- 46 -- 50 -- 58
68 155 311 10 50 122 -- 48 -- 55 -- 67
66 150 302 7 45 113 -- 51 -- 60 -- 76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C) or Fahrenheit, F. Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C) or read to the right to convert to degrees Fahrenheit, F.
If starting with a known temperature (either Cor F), find that temperature in the marked column and read the converted temperature in
the center, unmarked column.
A05001 10/96 Standard Torque Charts and Tables A5-5
TABLE XIII --
COMMON CONVERSION MULTIPLIERS
COMMON CONVERSION MULTIPLIERS
ENGLISH to METRIC
TO CONVERT
FROM TO
MULTIPLY
BY
inch -- in. millimeter (mm) 25.40
inch -- in. centimeter (cm) 2.54
foot -- ft. meter (m) 0.3048
yard -- yd. meter (m) 0.914
mile -- mi. kilometer (km) 1.61
sq. in. -- in.
2
sq. centimeters (cm
2
) 6.45
sq. ft. -- ft.
2
sq. centimeters (cm
2
) 929
cu. in. -- in.
3
cu. centimeters (cm
3
) 16.39
cu. in. -- in.
3
liters (l) 0.016
cu. ft. -- ft.
3
cu. meters (m
3
) 0.028
cu. ft. -- ft.
3
liters (l) 28.3
ounce -- oz. kilogram (kg) 0.028
fluid ounce -- fl. oz. milliliter (ml) 29.573
pound (mass) kilogram (kg) 0.454
pound (force) -- lbs. Newton (N) 4.448
in. lbs. (force) Newton.meters (N.m) 0.113
ft. lbs. (force) Newton.meters (N.m) 1.356
ft. lbs. (force) kilogram.meters (kg.m) 0.138
kilogram.meters (kg.m) Newton.meters (N.m) 9.807
psi (pressure) kilopascals (kPa) 6.895
psi (pressure) megapascals (MPa) 0.007
psi (pressure) kilograms/cm
2
(kg/cm
2
) 0.0704
ton (short) kilogram (kg) 907.2
ton (short) metric ton 0.907
quart -- qt. liters (l) 0.946
gallon -- gal. liters (l) 3.785
HP (horsepower) Watts 745.7
HP (horsepower) kilowatts (kW) 0.745
COMMON CONVERSION MULTIPLIERS
METRIC to ENGLISH
TO CONVERT
FROM TO
MULTIPLY
BY
millimeter (mm) inch -- in. 0.0394
centimeter (cm) inch -- in. 0.3937
meter (m) foot -- ft. 3.2808
meter (m) yard -- yd. 1.0936
kilometer (km) mile -- mi. 0.6210
sq. centimeters (cm
2
) sq. in. -- in.
2
0.1550
sq. centimeters (cm
2
) sq. ft. -- ft.
2
0.001
cu. centimeters (cm
3
) cu. in. -- in.3 0.061
liters (l) cu. in. -- in.
3
61.02
cu. meters (m
3
) cu. ft. -- ft.
3
35.314
liters (l) cu. ft. -- ft.
3
0.0353
grams (g) ounce -- oz. 0.0353
milliliter (ml) fluid ounce -- fl. oz. 0.0338
kilogram (kg) pound (mass) 2.2046
Newton (N) pound (force) -- lbs. 0.2248
Newton.meters (N.m) kilogram.meters (kg.m) 0.102
Newton.meters (N.m) ft. lbs. (force) 0.7376
kilogram.meters (kg.m) ft. lbs. (force) 7.2329
kilogram.meters (kg.m) Newton.meters (N.m) 9.807
kilopascals (kPa) psi (pressure) 0.1450
megapascals (MPa) psi (pressure) 145.038
kilograms/cm
2
(kg/cm
2
) psi (pressure) 14.2231
kilograms/cm
2
(kg/cm
2
) kilopascals (kPa) 9.8068
kilogram (kg) ton (short) 0.0011
metric ton ton (short) 1.1023
liters (l) quart -- qt. 1.0567
liters (l) gallon -- gal. 0.2642
Watts HP (horsepower) 0.00134
kilowatts (kW) HP (horsepower) 1.3410
A5-6 Standard Torque Charts and Tables A05001 10/96
STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a
machine to be idle for an extended period of time.
Properly prepared, a stored machine may promptly
and safely be put back into operational service. Im-
proper preparation, or complete lack of preparation,
can make the job of getting the vehicle back to oper-
ating status difficult.
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 are the ideals. Additional information is
given to help restore those machines which were not
put into storage, merely shut down and left idle for a
long period of time.
Much of this material is of a general nature since the
environment, where the machine has been standing
idle, will play a big part in its overall condition. Hot,
humid climate will affect vehicle components much
differently than the dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered, and appropriate actions taken when re-
storing a long term idle vehicle.
These instructions are not intended to be all inclusive,
but are furnished to provide the minimum guide lines.
The final aim should always be to provide the operator
with a safe, fully productive vehicle, that he can rely
on.
SHORT TERM IDLE PERIODS
There will be periods when a vehicle may be idle from
30-60 days, but must be ready for use at all times.
The most effective handling of this type situation is to
follow the procedure given below to prevent any dete-
rioration from beginning.
1. Keep the vehicle fully serviced.
2. On a weekly schedule, perform a visual check of
the vehicle, start and run the engine until both the
engine and transmission are up to operating tem-
perature. Move the vehicle around the yard for a
few minutes to insure that all internal gears and
bearings are freshly lubricated.
3. Operate all hydraulic functions through complete
range to insure that cylinder rams and all seals
are fully lubricated.
4. Check and operate all systems.
5. After shutdown, drain air tank (if so equipped) to
expel any accumulated moisture.
6. Once a month, perform the 10 hour service items
shown in the Operation and Maintenance Manu-
als. Keep batteries properly serviced.
A07002 1/98 STORAGE PROCEDURES A7-1
PREPARATION FOR STORAGE
For long term idle periods, proper preparation will pay
large dividends in time and money when future opera-
tion of the vehicle is scheduled.
1. Engine should be prepared for storage according
to instructions found in the engine manufacturers
manual.
2. Transmission should be prepared for storage.
Instruction will be found in the transmission Serv-
ice Manual. Several storage variations are given.
3. The vehicle should be in top operating condition
with all discrepancies corrected. Paint should be
in good condition, no rust or corrosion, all ex-
posed, machined or unpainted surfaces should
be coated with a good rust preventative grease.
4. After the vehicle has been parked in its storage
location, all hydraulic cylinders, including Hydrair
suspensions (Trucks), 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.
5. 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.
6. (Trucks equipped with air-actuated park brake)
With air tanks pressurized and parking brake
valve "Off", remove a clevis pin from the brake
actuator linkage. This will relieve spring pressure
from applying the parking brake while the vehicle
is idle. Replace clevis pin in link to prevent loss.
Tag steering wheel with a parking brake discon-
nected tag.
7. Drain air tank(s) completely (if equipped). When
tank compartments are empty, fog the inside of
each tank compartment with a light application of
preservative oil to deter rust and corrosion.
8. Clean the radiator; refer to Engine Service Manual
and the Vehicle Service Manual for the proper
cleaning instructions.
9. The cooling system should be completely drained,
chemically flushed, and refilled with a conditioned
water/antifreeze solution suitable for the lowest
temperature anticipated.
Refer to Section "P", Fluid Specifications and
Charts, of the Shop 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.
NOTE: NEVER store a vehicle with a dry cooling
system.
10. New hydraulic filters should be installed and the
hydraulic tank fully serviced with Type C-4 oil as
specified in Section "P", Lubrication and Service,
of the Shop Manual.
Any operating fluid, such as hydraulic oil, escap-
ing under pressure can have sufficient force to
enter a persons body by pentrating the skin. Seri-
ous injury and possible death may result if proper
medical treatment by a physician familiar with this
injury is not received immediately.
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-
ment, remove all corrosion and paint compartment
with acid proof paint.
12. Wheel axle housings and final drives should be
fully serviced with prescribed lubricants. Seal all
vents.
A7-2 STORAGE PROCEDURES A07002 1/98
13. Exhaust openings and air cleaners should be
covered tightly with moisture barrier paper and
sealing tape.
14. All lubrication points (grease fittings) should be
serviced with the prescribed lubricants.
15. Relieve tension from all drive belts. The engine
manufacturer recommends insertion of heavy
kraft paper between belts and pulleys to prevent
sticking.
16. All vandalism covers and locks should be in place
and secured.
17. If so equipped, cab windows should be closed,
locked and sealed and the cab door locked to
prevent vandalism and weather effects.
18. The vehicle fuel tanks should be completely
drained of fuel, fogged with preservative lubricant,
("NOX-RUST" MOTOR STOR., SAE10) and
closed tightly. All fuel filters should be replaced.
19. If at all possible, to aid those who will eventually
place the unit back in operation, all available serv-
ice publications (vehicle, engine and transmis-
sion) and a current parts catalog should be
packaged in a moisture proof package and placed
in the vehicle cab.
20. Be certain water drain holes in body (trucks) are
open.
REMOVAL FROM STORAGE
If the foregoing preparations were conscientiously fol-
lowed in placing the vehicle into storage, getting it back
to operational status is a simple matter of reversing
these steps.
NOTE: Before starting the job or restoring a vehicle to
operation, obtain copies of the Operation and Mainte-
nance Manual, Shop Manual, Engine and Transmis-
sion Manuals and/or the Parts Book and follow ALL
special instructions regarding servicing the vehicle and
its components.
In addition to removing the storage materials, the
following actions should be taken.
1. Inspect the entire vehicle carefully for rust and
corrosion, correct as necessary.
2. Service the engine according to the Engine Manu-
facturers Operation and Maintenance Manual.
3. Clean the radiator; refer Engine Manufacturers
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 Shop Manual for the proper anti-freeze and
conditioner concentrations. After refilling the sys-
tem, always operate the engine until the thermo-
stats open to circulate the solution through the
cooling system.
5. Refer to the proper transmission service manual
for returning the transmission to operation.
6. Thoroughly inspect all drive belts, hydraulic, air
and oil lines for evidence of damage, wear or
deterioration. Replace any suspected lines. Dont
take chances on ruptures or blow-outs.
7. New hydraulic filters should be installed and the
hydraulic tank (reservoir) checked and serviced
with Type C-4 oil as specified in Section "P",
Lubrication and Service, of the Shop Manual.
8. Drain on fuel tank should be opened to remove
any build up of moisture or sediment that may
have accumulated while in storage. Close drain
then fill the fuel tank with approved diesel fuel.
NEVER blend gasoline, gasohol and/or alcohol
with diesel fuel. This practice creates an extreme
FIRE HAZARD and under certain conditions may
cause an EXPLOSION.
9. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are lubricated
and operate freely before engine start up.
10. All electrical connections must be clean and tight.
Check security of all ground straps and cables.
A07002 1/98 STORAGE PROCEDURES A7-3
11. Install fully charged batteries in unit. Clean con-
nectors and connect battery cables. Compartment
must be free of corrosion. Secure batteries with
hold downs.
12. Check all electrical cables for weathering, cracks
and/or damage. Replace any defective cables.
Air pressure must be released from tires with bad
cuts or wear that extends into the plies, before
removal from the vehicle. Also, do not allow per-
sonnel to stand in removal path of tires.
13. Check all tires carefully for serviceability and in-
flate to proper pressure.
14. If disconnected, reconnect the parking brake link-
age.
15. Completely service the vehicle as recommended
in Section "P", Lubrication and Service, of the
Shop Manual for both 10 and 100 hour inspec-
tions.
16. Adjust all drive belts to specified tension.
17. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free before
engine start up.
18. Use the Operation and Maintenance Manual for
guidance on engine start and vehicle checkout.
Make a thorough check of all hose and line con-
nections for leakage when the engine is running.
19. Before moving the vehicle, cycle all hydraulic
controls and steering to verify proper operation.
Verify proper operation of service brakes, emer-
gency braking system and parking brake. Check
ALL system instruments to insure that all systems
are operational.
(Trucks with air-over-hydraulic brakes.)
Bleed air system down with brake pedal applica-
tions to insure that the air governor is functioning
properly.
Consult the service manual for the specific truck
being serviced. Verify proper operation of the air
compressor, the air governor, and the air tank
safety valve. If any of these components do not
function as prescribed in the service manual,
shut down engine and correct any discrepancy
before continuing operation.
20. 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, transmission shifting, service brake effi-
ciency, and hydraulic functions. Only when it is
assured that the vehicle is in safe operational
condition should it be turned over to an operator.
21. Fire protection equipment on a machine which has
been in storage should be recharged before the
machine is returned to service.
A7-4 STORAGE PROCEDURES A07002 1/98
RECONDITIONING AN IDLE VEHICLE
NEVER attempt operation of a vehicle which has
been standing idle for a long period until all sys-
tems which affect steering, brakes, engine, trans-
mission and running gear have been completely
reconditioned. An unsafe vehicle can cause seri-
ous injuries and/or major property damage -
DONT TAKE CHANCES!
At times a vehicle is subjected to long idle periods
without being properly serviced for storage - merely
shut down and left to the elements for an extended
period. Reconditioning of this vehicle can and does
present a major expenditure of time and money when
it is to be put into operating condition.
1. Remove all trash and thoroughly clean the vehicle
before starting any inspection or maintenance.
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.
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-
spected inside and out before being inflated.
Do not mix rim parts of different rim manufactur-
ers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazardous.
b. If tires are dismounted, all wheel components
must be cleaned, inspected, all rust and corro-
sion removed and parts repainted as applica-
ble before remounting the tires. Follow the
safety rules when mounting and inflating tires.
c. Mount and inflate tires as shown in Operation
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. If dust covers are installed on the inboard side
of the wheels, remove the covers to allow for
inspection of brake calipers/shoes and/or
brake discs/drums.
The use of vapor degreasing or steam cleaning is
not recommended, either for brake assemblies or
the component parts. Corrosion and rusting may
occur.
b. All brake lines, connections and pressure con-
verters must be clean, serviced and free of rust
and corrosion.
c. Check condition of brake fluid; fill or replace
fluid as necessary.
A07002 1/98 STORAGE PROCEDURES A7-5
5. Inspect air system components (if equipped) for
corrosion and deterioration.
a. Safety valve plunger must be free. Remove
rubber cap from air governor to check for any
corrosion and rust. Governor should be re-
placed if any defect is suspected.
b. Air compressor should turn by hand without
appreciable binding. Check and tighten drive
belts to prescribed tension; if one belt of a set
is unserviceable, replace the set.
c. If internal air tank corrosion is suspected, the
drain cocks of the dual air tank should be
opened or removed and the automatic mois-
ture ejector removed from the tank.
d. Disconnect the tank line from the compressor
and connect a shop air line to the tank line.
Slowly apply shop pressure to the system while
observing the openings in the tanks. If excess
moisture, dirt, rust or other foreign material is
ejected from tanks, the complete air system
should be reconditioned, including replace-
ment of suspect components. Air tanks cannot
be easily checked for wall thickness; if rust or
corrosion is present in the tank, replacement of
the tank should be considered.
e. If contamination is eliminated as a possible
problem, shop air may be used to charge air
system and check all air operated components
except the compressor and governor.
f. Treadle valves must operate smoothly and
show no internal or external damage or con-
tamination. Leakage limitations are shown in
Section "J", Brake System, of the Shop Man-
ual.
g. The throttle cylinder and parking brake actuator
must cycle smoothly when actuated by the
treadle valves or parking brake valve.
h. When air system servicing is complete and all
defective components repaired or replaced,
the service brake hydraulic circuits should be
bled according to instructions in Section "J",
Brake System, of the Shop Manual.
6. The vehicle engine should be inspected and serv-
iced according to the Engine Manufacturers Op-
eration And Maintenance Manuals.
a. Insure that exhaust is clear and clean, no for-
eign materials. If water entry is suspected,
disconnect air tubes at the turbochargers to
check for water damage before attempting
startup.
b. Replace fuel filters, fill filter cans with fresh fuel
for engine priming.
Have a new safety filter (secondary) filter element
on hand before removing old one. Do not keep
intake system open to atmosphere any longer than
absolutely necessary.
c. Remove and replace both the primary and
safety filter (secondary) elements in the air
cleaners. Check all intake lines between air
cleaners and engine. All clamps must be tight.
Indicating plunger in filter condition indicators
must be free.
d. The tubes in precleaner section of air cleaner
assembly should be inspected, all tubes should
be clear and clean. Use a light to inspect the
tubes. The light should be visible. If clogging is
evident, precleaner must be cleaned. Clean
precleaner according to instructions in Section
"C", of the Shop Manual.
e. Drain and flush engine cooling system. Fill with
coolant and inhibitors after checking all lines,
hoses and connections. Refer to Section "P",
Lubrication and Service, of the Shop Manual,
for anti-freeze recommendations. Radiator
cores must be clear of dirt and trash.
To prevent injuries, always release spring tension
before replacing the fan belt.
f. Check and tighten engine fan drive belts, install
new belt set if necessary.
g. Check and tighten engine mounts.
7. Inspect and service the transmission (mechanical
drive vehicles) according to the Transmission
manufacturers service manual.
NOTE: If hydraulic pump or engine is inoperative,
dump body (trucks) should be raised with a crane so
body holding devices can be installed.
a. Check all transmission electrical connections
for corrosion, cleanliness and tightness. Check
electrical cables for weathering, damage and
proper clamping.
b. Check drive lines for tightness of hardware and
worn U-joints.
c. Check transmission mounts for condition and
security.
A7-6 STORAGE PROCEDURES A07002 1/98
8. If fuel was left in the tanks, it must be removed.
Do not attempt to use old diesel fuel.
a. With tanks empty, remove inspection plates
and thoroughly check interior of tanks; clean if
necessary to remove sediment and contamina-
tion. If fuel was contaminated, lines should be
disconnected and blown clear.
b. Check all fuel lines for deterioration or damage.
Replace lines as necessary.
c. Replace inspection covers, use new gaskets.
d. Service tanks with specified diesel fuel.
e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or brake
fluid escaping under pressure, can have sufficient
force to enter a persons body by penetrating the
skin. Serious injury and possible death may result
if proper medical treatment by a physican familiar
with this injury is not received immediately.
9. Hydraulic tank should be drained. If oil is not
contaminated and is stored in clean containers, it
may be reused if filtered through 3-micron filter
elements when being pumped back into the tank.
Do not attempt to use contaminated hydraulic oil,
especially if water entry into the system is sus-
pected.
NOTE: If filling is required, use clean hydraulic oil only.
Refer to the Lubrication chart in Section "P", Lubrica-
tion and Service, of the Shop Manual for proper oil
specifications.
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
damage. Replace suspected lines - dont risk
hose ruptures or blow outs.
c. Check all hydraulic components - pumps,
valves and cylinders for damage and corro-
sion. Secure all mountings and connections.
Control valves in the cab 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 cylin-
der seals.
10. 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.
11. Check parking brake. Since it is spring applied, the
brake shoes/pads may be stuck tightly to the
drum/disc, it may be necessary to remove and
overhaul the parking brake assembly.
12. 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.
13. Check generator/alternator for corrosion or dete-
rioration. Generator/alternator rotor must be free,
with no binding or roughness. Inspect, install and
properly tension the generator/alternator drive
belts.
14. Check security of steering cylinder ball joints link
and hydraulic connections.
15. Examine Hydrair suspensions (trucks) for signs of
damage.
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 plating
will rapidly cause leakage at the seals.
c. Recharge suspensions as outlined in the serv-
ice manual.
16. If not previously done, install fully charged batter-
ies and completely charge air tank (if equipped)
with shop air.
A07002 1/98 STORAGE PROCEDURES A7-7
ENGINE OPERATION
Insure that all tools and loose equipment have
been removed prior to engine start-up. Sound horn
prior to engine start. Make sure emergency shut
down is reset. Cables must be free moving in their
housings.
When all reconditioning operations have been com-
pleted, a static check of engine operation along with
operation of systems as well as verification of braking
and steering must be done before the vehicle is
moved.
1. Insure all personnel are clear of Equipment before
starting engine. Always sound the horn as a
warning before actuating any operational con-
trols.
Before starting engine, clear the immediate area of
personnel and obstructions.
Never start the engine in a building unless the
doors and windows are open and ventilation is
adequate.
2. Turn key switch "On". Warning lights for low air,
brake, and steering pressure should illuminate
and the horn should sound. If it does not, check
all components in the circuit (both air and electri-
cal) and correct the discrepancy before continu-
ing.
3. Turn key switch to start position to crank engine,
release switch when engine fires. Watch engine
oil pressure gauge; if pressure does not show in
10 - 15 seconds, shut down and locate problem.
On air throttle engines, there will be no throttle
control until air pressure builds, engine should run
about 1000 RPM.
4. While engine is warming up, make a careful
inspection of engine coolant, oil and fuel lines for
leaks. Check hydraulic pump for leakage as well
as all hydraulic lines.
Mechanical Drive vehicles -- Check transmission
and retarder cooler lines and aftercooler for leak-
age. If leakage is evident, shut down and correct
before continuing checkout. Listen for unusual
sounds, which may indicate problems in compo-
nents.
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.
A7-8 STORAGE PROCEDURES A07002 1/98
AFTER ENGINE HAS STARTED
Any machine which is unsafe and/or not in top operat-
ing condition should not be assigned to an operator for
production use.
1. Become thoroughly familiar with steering and
emergency controls. Test the steering in extreme
right and left directions. If the steering system is
not operating properly, shut engine down imme-
diately. Determine the steering system problem
and have repairs made before resuming opera-
tion.
2. Operate each of the brake circuits at least twice
prior to operating and moving the machine. These
circuits include individual activation of the service
brake and parking brake from the operators cab.
a. Activate each circuit individually with the en-
gine running and with hydraulic circuit fully
charged.
b. If any application or release of any brake circuit
does not appear proper or if sluggishness is
apparent on application or release, shut the
engine down and notify maintenance person-
nel. Do not operate machine until brake circuit
in question is fully operational.
3. Check gauges, warning lights and instruments
before moving the machine to insure proper sys-
tem operation and proper gauge functioning. Give
special attention to braking and steering circuit
warning lights. If warning lights come on, shut
down the engine immediately and determine the
cause.
4. Cycle hoist controls and steering several times to
remove trapped air. Complete steering cycles in
both directions to verify steering response,
smoothness and reliability. Check seals and lines
for leaks.
5. When satisfied that all discrepancies have been
corrected, the vehicle is ready for a road test. This
test should be done only by a capable and expe-
rienced operator and should be accomplished in
a large open area where plenty of maneuvering
room is available. Some of the road test items
which should be covered will include:
a. Repeated test of braking efficiency at progres-
sively higher speeds. Start at slow speeds.
Dont take chances with higher speeds until the
machine is determined to be completely safe.
b. Mechanical Drive vehicles --
Progressive upshifting and downshifting
through all speed ranges to insure proper
transmission shifting and synchronization.
6. When all tests and checks have been made and
the vehicle is ready for work, it should be visually
rechecked and fully serviced according to Section
"P", Lubrication and Service, of the Shop Man-
ual.
A few of the conditions (others may be found) which
might be encountered after a machine has been ex-
posed to the elements for a long period would include:
Increased corrosion and fungus growth on electri-
cal components in humid/tropical areas.
Accelerated rust formation in humid climates.
Increased sand and dust infiltration in windy, dry
dusty areas. (These conditions can approach
sand blasting effects.)
Deterioration of rubber products in extreme cold
areas. Cables, hoses, O- rings, seals and tires
may become weather checked and brittle.
Animal or birds nests in unsealed openings.
A07002 1/98 STORAGE PROCEDURES A7-9
ENGINE STORAGE-CUMMINS
Engine Storage-(Short Term)
1 Month to 6 Months
This procedure describes the proper method for the short term storage of an engine.
Prepare the Engine for Short Term
Storage
1. Operate the engine at "HIGH IDLE" until the
coolant temperature is 160 F (70 C).
2. Turn the engine "OFF".
3. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
4. Use a preservative oil. Use Dauber T Chemical
NoxRust No. 518, or equivalent. The oil must
meet Military Specification MIL-L-644, Type P-9.
5. Fill two containers, one with diesel fuel, and the
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
6. "START" the engine.
7. After the engine is operating smoothly, transfer
the fuel supply line to the container of preserv-
ative oil. Operate the engine until the preservative
oil flows out of the injector return line.
8. Turn the engine "OFF". Connect the fuel lines to
the fuel filter and the injector return line.
9. Drain the oil pan sump, oil filters, and fuel filters.
10. Install the drain plugs in the oil sump. The sump
can remain empty until the engine is ready to be
returned to service.
Put a warning tag on the engine. The tag must
indicate:
The engine does not contain oil.
Do not operate the engine.
11. Disconnect the electrical wiring from the fuel pump
solenoid.
12. Turn the fuel pump manual shutoff valve
counterclockwise until it stops.
13. Crank the engine slowly. Spray lubricating oil into
the intake manifold and the inlet of the air com-
pressor.
14. Cover all of the openings with tape to prevent dirt
and moisture from entering the engine.
15. Drain the coolant.
NOTE: It is not necessary to drain the coolant if it is a
permanent type antifreeze with a rust inhibitor.
16. Store the engine in an area that is dry and has a
uniform temperature.
17. Bar turn the Crankshaft two or three revolutions
every 3 to 4 weeks.
Remove the Engine from Short Term
Storage
1. Prime the lubricating system.
Refer to Cummins Engine Shop Manual, (Section
14-01, Engine Run-in-Period).
2. Fill the coolant system if necessary.
3. Adjust the injector and the valve clearance. Refer
to Cummins Engine Shop Manual, (Section 00-
02, Engine Assembly).
4. Tighten the intake manifold mounting capscrews
to specified torques, refer to the Cummins Serv-
ice Manual for specifications.
5. Fill the oil pan sump, oil filters, and fuel filters with
recommended lubricants and fuels..
A7-10 STORAGE PROCEDURES A07002 1/98
Engine Storage- (Long Term)
6 Months to 24 Months
This procedure describes the proper method for the long term storage of an engine.
Prepare the Engine for Long Term Storage
1. Operate the engine at "HIGH IDLE" until the
coolant temperature is 160 F (70 C).
2. Turn engine "OFF".
3. Drain the oil. Install the drain plugs. Use Shell
66202 or equivalent, preservative oil. The oil
must meet Military Specification MIL-L-21260,
Type P-10, Grade 2, SAE 30. Fill the engine to
the "HIGH" mark.
4. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
5. Use Daubert Chemical NoxRust No. 518, or an
equivalent preservative oil. The oil must meet
Military Specification MIL- L- 644 Type P9.
6. Fill two (2) containers:
one with diesel fuel,
the second with preservative oil.
Put both fuel lines in the container of diesel fuel.
7. "START" engine.
8. After the engine is operating smoothly, transfer
the fuel supply line to the container of preserv-
ative oil. Operate the engine until the preservative
oil flows out of the injector return line.
9. Turn the engine "OFF". Connect the fuel lines to
the fuel filter and the injector return.
10. Drain the preservative oil from the engine oil pan
sump, the air compressor and the oil filters.
11. Remove the intake and exhaust manifolds. Spray
preservative oil into the intake and exhaust ports
in the cylinder heads and in the manifolds.
12. Spray preservative oil in the intake port on the air
compressor.
13. Use a rust preventative compound that meets
Military Specification MIL-C-16173C, Type P-2,
Grade 1 or 2. Brush or spray the compound on all
of the exposed surfaces that are not painted.
14. Remove the rocker lever covers. Spray the rocker
levers, the valve stems, the springs, the valve
guides, the crossheads, and the push rods with
preservative oil. Install the covers.
15. Cover all the openings with heavy paper and tape
to prevent dirt and moisture from entering the
engine.
Put a WARNING tag on the engine. The tag must
indicate:
The engine has been treated with preservatives.
Do not bar turn the crankshaft.
The coolant has been removed.
The date of treatment.
Do not operate the engine.
16. Store the engine in an area that is dry and has a
uniform temperature.
Remove the Engine from Long Term Storage
1. Use clean diesel fuel. Flush the fuel system until
all of the preservative oil is removed.
2. Remove the plug from the main oil rifle passage.
Use a hot, lightweight mineral oil.
To flush all of the preservative oil from the engine:
Bar the engine crankshaft three to four revolu-
tions during the flushing procedure.
3. Fill the oil pan sump, oil filters, and fuel filters.
4. Drain the rust preventative compound from the
cooling system. Fill the cooling system with cool-
ant.
5. Prime the lubricating system.
Refer to Cummins Engine Shop Manual, (Section
14-01, Engine Run-in-Period).
6. Adjust the injector and the valve clearance.
Refer to Cummins Engine Shop Manual, (Section
00-02, Engine Assembly).
7. Tighten the intake manifold mounting capscrews.
A07002 1/98 STORAGE PROCEDURES A7-11
ENGINE STORAGE - DETROIT DIESEL
Preparing Engine For Storage
When an engine is to be stored or removed from
operation for a period of time, special precautions
should be taken to protect the interior and exterior of
the engine and other parts from rust accumulation and
corrosion. The parts requiring attention and the recom-
mended preparations are given below.
It will be necessary to remove all rust or corrosion
completely from any exposed part before applying a
rust preventative compound.
Therefore, it is recommended that the engine be proc-
essed for storage as soon as possible after removal
from operation.
The engine should be stored in a building which is dry
and can be heated during the winter months. Moisture
absorbing chemicals are available commercially for
use when excessive damage prevail in the storage
area.
Temporary Storage (30 Days Or Less)
To protect an engine for a temporary period of time,
proceed as follows:
1. Drain the engine crankcase.
2. Fill the crankcase to proper level with the recom-
mended viscosity and grade of oil.
3. Fill the fuel tank with the recommended grade of
fuel oil. Operate the engine for two minutes at
1,200 rpm and no load. Shut down engine, do not
drain the fuel system or the crankcase after this
run.
4. Check the air cleaner and service it, if necessary,
as outlined in Detroit Diesel Service Manual.
5. If freezing weather is expected during the storage
period, add an ethylene glycol base antifreeze
solution in accordance with the manufacturers
recommendations.
6. Clean the entire exterior of the engine (except the
electrical system) with fuel oil and dry it with
compressed air.
To prevent possible personal injury, wear ade-
quate eye protection and do not exceed 40 psi (276
kPa) compressed air pressure.
7. Seal all of the engine openings. The material used
for this purpose must be waterproof, vaporproof
and possess sufficient physical strength to resist
puncture and damage from the expansion of en-
trapped air.
An engine prepared in this manner can be returned to
service in a short period of time by removing the seals
at the engine openings, checking the engine coolant,
fuel oil, lubricating oil, transmission oil and priming the
raw water pump (if used).
Extended Storage (more Than 30 Days)
To prepare an engine for extended storage, (more than
30 days), follow this procedure:
1. Drain the cooling system and flush with clean, soft
water. Refill with clean, soft water and add a rust
inhibitor to the cooling system (refer to Corrosion
Inhibitor under Coolant Specifications in Detroit
Diesel Service Manual .
2. Remove, check and recondition the injectors, if
necessary, to make sure they will be ready to
operate when the engine is restored to service.
3. Reinstall the injectors, time them and adjust the
exhaust valve clearance.
A7-12 STORAGE PROCEDURES A07002 1/98
4. Circulate the coolant by operating the engine until
normal operating temperature is reached 160 -
185 F ( 71 - 85 C).
5. Stop the engine.
6. Drain the engine crankcase, then reinstall and
tighten the drain plug. Install new lubricating oil
filter elements and gaskets.
7. Fill the crankcase to the proper level with a
30-weight preservative lubricating oil MIL-L-
21260C, Grade 2.
8. Drain the fuel tank. Refill with enough clean No. 1
diesel fuel or pure kerosene to permit the engine
to operate for about ten (10) minutes. If it isnt
convenient to drain the fuel tank use a separate
portable supply of the recommended fuel.
If engines in vehicle are stored where condensa-
tion of water in the fuel tank may be a problem, add
pure, waterless isopropyl alcohol (isopropanol) to
the fuel at a ratio of one pint to 125 gallons(473 L)
of fuel, or 0.010% by volume. Where biological
contamination of fuel may be a problem, add a
biocide such as Biobor J F, or equivalent to the
fuel. When using a biocide, follow the manufac-
turers concentration recommendations, and ob-
serve all cautions and warnings.
9. Drain and disassemble the fuel filter and strainer.
Discard the used elements and gaskets. Fill the
cavity between the element and shell with No. 1
diesel fuel or pure kerosene, and reinstall on the
engine. If spin-on fuel filters and strainers are
used, discard the used cartridges, fill the new
ones with No. 1 diesel fuel or pure kerosene, and
reinstall on the engine.
10. Operate the engine for five (5) minutes to circulate
the clean fuel oil throughout the fuel system.
11. Refer to Detroit Diesel Service Manual and serv-
ice the air cleaner.
12. Turbocharger bearings are pressure lubricated
through the external oil line leading from the en-
gine cylinder block while the engine is operating.
However, the turbocharger air inlet and turbine
outlet connections should be sealed off with mois-
ture resistant tape.
13. Apply a rust preventive compound to all exposed
non-painted surfaces.
14. Drain the engine cooling system.
15. Drain the preservative oil from the engine crank-
case. Reinstall and tighten the drain plug.
16. Remove and clean the batteries and battery cables
with baking soda-water solution and rinse them
with fresh water. Do not allow the soda solution to
enter the battery. Add distilled water to the elec-
trolyte, if necessary, and fully charge the battery.
Store the battery in a cool (never below 32 F or
0 C) dry place. Keep the battery fully charged and
check the level and the specific gravity of the
electrolyte regularly. Never set batteries on con-
crete floor. Place on wooded blocks.
17. Insert heavy paper strips between the pulleys and
belts to prevent sticking.
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
engine and spray with a suitable liquid automotive
body wax, a synthetic resin varnish or a rust
preventive compound.
20. Protect the engine with a good weather-resistant
tarpaulin and store it under cover, preferably in a
dry building with temperatures above freezing.
Detroit Diesel Corporation does not recommend the
outdoor storage of engines. However, in some cases
outdoor storage may be unavoidable. If units must be
kept out-off-doors, follow the preparation and storage
instructions already given. Protect units with quality,
weather-resistant tarpaulins (or other suitable covers)
arranged to provide air circulation.
Do not use plastic sheeting for outdoor storage.
Plastic may be used for indoor storage. However,
when used outdoors, moisture can condense on
the inside of the plastic and cause ferrous metal
surfaces to rust and/or pit aluminum surfaces. If a
unit is stored outside for any extended period of
time, severe corrosion damage can result.
The stored engine should be inspected periodically. If
there are any indication of rust or corrosion, corrective
steps must be taken to prevent damage to the engine
parts. Perform a complete inspection at the end of one
year and apply additional treatment, as required.
A07002 1/98 STORAGE PROCEDURES A7-13
PROCEDURE FOR RESTORING AN ENGINE TO SERVICE
WHICH HAS BEEN IN EXTENDED STORAGE
1. Remove the covers and tape from all of the
openings of the engine, fuel tank and electrical
equipment. Do not overlook the exhaust outlet or
the intake system.
2. Wash the exterior of the engine with fuel oil to
remove the rust preventive.
3. Remove the rust preventive from the flywheel.
4. Remove the paper strips from between the pulleys
and the belts.
5. Remove the drain plug and drain the preservative
oil from the crankcase. Reinstall the drain plug.
Then, refer to Lubrication System in Detroit Diesel
Service Manual 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 fuel specified under Fuel
Oil in Detroit Diesel Service Manual.
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
Coolant Specifications in Detroit Diesel Service
Manual.
8. Install and connect the fully charged batteries.
9. Service the air cleaner as outlined in Detroit Diesel
Service Manual.
10. Remove the covers from the turbocharger air inlet
and turbine outlet connections. Refer to the lubri-
cating procedure outlined in Preparation for Start-
ing Engine First Time in Detroit Diesel Service
Manual.
11. After all of the preparations have been completed,
start the engine. The small amount of rust preven-
tive compound which remains in the fuel system
will cause a smoky exhaust for a few minutes.
NOTE: Before subjecting the engine to a load or high
speed, it is advisable to check the engine tune-up.
A7-14 STORAGE PROCEDURES A07002 1/98
ELECTRIC DRIVE TRUCKS
Storage Instructions and Procedures
This instruction provides the recommended proce-
dures for protecting equipment from damage during
both short-term and long-term storage periods and for
maintaining adequate protection while in storage. Also
included are instructions for placing this equipment
into service after having been stored.
For the purposes of this instruction, a short-term stor-
age period is considered to be less than three months;
a long-term storage period is considered to be three
months or longer.
General Electric recommends a maximum storage
period of three years, with these storage procedures
being repeated after each year. After a storage period
of three years or more, the Motorized Wheels should
be removed and sent to an overhaul facility for tear-
down and inspection of seals and bearings. These
should be replaced if necessary.
Periodic (every three months) inspections should be
made to determine the lasting qualities of long-term
storage protection measures. Such inspections will
indicate the need for renewing protective measures
when necessary to prevent equipment deterioration.
Proper storage of this equipment is vital to equipment
life. Bearings, gears, and insulation may deteriorate
unless adequate protective measures are taken to
protect against the elements. For example, bearings
and gears in the Motorized Wheel gear case are
susceptible to the formation of rust; insulation in rotat-
ing electrical equipment can accumulate moisture; and
bearings may become pitted.
NEVER APPLY ANY SPRAY, COATING OR OTHER
PROTECTIVE MATERIALS TO AREAS NOT SPE-
CIFICALLY RECOMMENDED .
It is also important to note that these instructions
cannot possibly anticipate every type of storage con-
dition and, therefore, cannot prevent all equipment
deterioration problems caused by inadequate storage.
However, these instructions should be considered as
a minimum procedure to achieve the best possible
equipment life and the lowest operating cost when the
equipment is returned to service.
NOTE: Local conditions and/or experience may re-
quire ADDITIONAL procedures and/or additional stor-
age precautions.
Placing Equipment Into Storage
Perform the following instructions when preparing
General Electric equipment for storage. There are
three main equipment categories to consider:
1. When storing a truck that is operational.
2. When storing a truck that is not operational.
3. When storing major components (Motorized
Wheel, alternator, etc.).
These three major categories are the basis for deter-
mining required protective measures.
NOTE: In addition to these instructions, refer to truck
storage instructions.
When Storing A Truck That Is
Operational
When a fully operational truck is being placed into
storage for less than three months, the best protective
measure which can be taken is to drive the truck once
a week for at least 30 minutes. Prior to driving the truck,
the rotating equipment should be Meggered and:
1. If greater than 2 megohms, run normally.
2. If less than 2 megohms, isolate condition and
correct before running.
Driving the truck circulates oil in the gear case to keep
gears and bearings lubricated and free from rust. It
also prevents deterioration of the brushes, commuta-
tors and slip rings.
When a fully operational truck is being placed into
storage for three months or longer, and the truck
cannot be operated weekly throughout the storage
period as indicated above, perform the following in-
structions:
1. Drain the oil from the gear case and install rust
preventive compound 4161 (product of Van
Straaten Chemical Co.)or equivalent. Fill per
General Electric Motorized Wheel Service Man-
ual.
2. Megger the wheels as indicated in the instructions
above. Operate the truck for at least 30 minutes
to insure that the rust preventive compound has
been thoroughly circulated throughout the gear
case. Stop the truck and drain the rust preventive
compound.
NOTE: Do not run a LOADED truck with rust preven-
tive compound in Motorized Wheel gear cases.
A07002 1/98 STORAGE PROCEDURES A7-15
Do not operate trucks without oil in the Motorized
Wheel gear cases.
3. Perform a megohmmeter test. Refer to the trucks
Vehicle Test instructions for the correct proce-
dure. Record the Megger readings for future ref-
erence. They will be helpful in determining if
deterioration is being experienced when addi-
tional Megger tests are made as part of the peri-
odic inspection.
4. Lift all brushes in the Motorized Wheels, blowers
and the alternator. They must be removed from
the brushholder. Disconnecting brush pigtails is
not required.
5. Cover any open ductwork with screening material
to prevent rodents from entering. Then tape over
the screen to prevent the entry of water and dirt
(allow breathing).
6. Examine all exposed machined surfaces for rust
or other dirt accumulation. Remove all dirt as
necessary. Remove rust by using a fine abrasive
paper. Old flushing compound can be removed
with mineral spirits (GE-D5B8). Methanol should
be used to remove all residue. When clean, coat
with Tarp B rust preventive.
Refer to General Electric Motorized Wheel Serv-
ice Manual for specifications.
7. Loosen exciter drive belts (where applicable).
8. Open all switches in the control compartment.
9. Install a 500 watt heat source inside all control
groups which house electronic control equip-
ment. These heat sources are to be energized
below 32 F (0 C) and de-energized above 41
F (5 C).
10. Install a 500 watt heat source inside the commu-
tator chamber of both Motorized Wheels and in-
side the alternator slip ring chamber. This will
minimize the accumulation of moisture. A hole in
the bottom of the hubcap will accommodate the
electrical cord for the heat source in the Motorized
Wheels. These heat sources are to be energized
continuously.
11. Seal compartment doors with a weatherproof tape
to prevent entry of rain, snow and dirt (allow
breathing).
When Storing A Truck That Is Not
Operational
When a truck which is not fully operational is being
stored for a period of any length, perform the following:
1. Drain the oil from the gear case and install rust
preventive compound 4161 (or equivalent). Fill
per General Electric Motorized Wheel Service
Manual.
2. Jack each side of the truck (one side at a time)
enough to rotate the tires.
3. Connect a D-C welder as described in the Vehicle
Test Instructions (Wheel Motor inst. 400A, arm &
field in stress 900- 1000 rpm arm).
4. Rotate each Motorized Wheel (one at a time) for
at least 30 minutes to insure that the rust preven-
tive compound has been thoroughly circulated
throughout the gear case. Disconnect the welder.
Remove the jacks. Drain the gear case.
5. If the truck is partially dismantled, pay careful
attention to ductwork, blower shrouds, etc., which
may be exposed to weather conditions as a con-
sequence. These areas will require the same
sealing measures as in Step 5 above which deals
with protecting ductwork. Cover exposed blower
housings to prevent entry of water and dirt.
6. Perform Steps 3 through 11 under When Storing
a Truck that is Operational.
When Storing A Major Component
When storing a Motorized Wheel, alternator, blower or
control group for a period of any length, always store
it inside a warm, climate-controlled environment. Do
not attempt to store individual components where they
would be exposed to inclement weather, climatic
changes, high humidity and/or temperature extremes.
A7-16 STORAGE PROCEDURES A07002 1/98
Periodic Inspections
It is important that periodic inspections (every three
months) of stored equipment be performed to insure
the continued serviceability of all protective measures
initially taken when the storage period began. Items
which should be checked at each inspection interval
are listed as follows:
1. Remove the weatherproof tape from the compart-
ment doors and preform a Megger test as de-
scribed in the Vehicle Test Instructions. Record
the test results and compare them with the re-
corded Megger readings taken when storage first
began, and those taken throughout the storage
period. Remove all test equipment and close up
the compartment. Reseal the compartment doors
with new weatherproof tape. If Megger readings
indicate a deterioration of insulation quality, to
below 2.0 megohms then consideration should be
given to providing more protection.
2. Check all other weatherproofing tape. Replace
any that has become loose or is missing com-
pletely.
3. Check all heat sources. Replace or repair any
units which have become inoperative.
4. Check all machine surfaces which were coated
with flushing compound when storage began. If
compound appears to be deteriorating, it must be
cleaned off and renewed.
Placing Equipment Into Service After
Storage
When taking equipment out of storage, perform the
following procedures:
When A Truck Is Operational
If a truck has been operated weekly throughout the
storage period, perform a complete visual inspection
of the Motorized Wheels, blowers, alternator and con-
trol compartments. Repair any defects found, then
place the truck directly into service.
When A Truck Is Not Operational
If the truck was not operated weekly throughout the
storage period, perform the following procedures:
1. Remove all weatherproofing tape from control
compartment doors and ductworks.
2. Remove all screening material from ductwork.
3. Remove all heat sources from Motorized Wheels,
control compartments and the alternator.
4. Fill with recommended oil. Refer to the Motorized
Wheel Service Manual for the type and amount
oil to be used. This oil should be drained and new
oil should be added after 500 hours of operation.
5. Clean all Motorized Wheel grease fittings in the
axle box. Insure that all grease lines are com-
pletely full of grease. Then add the recommended
amount of grease to all fittings.
6. Install brushes in the Motorized Wheels, blowers
and the alternator. Make sure that brushes move
freely in their carbonways and that they have
enough length to serve until the trucks next in-
spection period. Install new brushes if necessary.
Insure that all brush pigtail screws are tight.
7. Perform a megohmmeter test. Refer to the trucks
Vehicle Test Instructions for the correct proce-
dure. If Megger readings are less than 2.0 me-
gohms, the problem could be an accumulation of
moisture in motor or alternator. If this is the case,
the faulty component will have to be isolated and
dried out using procedures recommended in the
G.E.Service Manual.
8. Perform a thorough inspection of the Motorized
Wheels, alternator, blowers and control compart-
ments. Look for:
a. Rust or dirt accumulation on machine surfaces
b. Damaged insulation
c. An accumulation of moisture or debris
d. Loose wiring and cables
e. Any rust on electrical connectors in the control
compartment
f. Any loose cards in the card panels
g. Any accumulation of moisture or debris in
ductwork.
Clean and make repairs as necessary.
9. Check retarding grids and insulators for loose
connections and dirt accumulation. Clean and
make corrections as necessary.
10. Where applicable, check exciter drive belts for
cracks, and deterioration. If acceptable, set belt
tension to specification.
11. Before starting engine, turn on control power.
Check that contactors and relays pick up and drop
out normally.
12. Perform a start-up procedure on the complete
system to insure maximum performance during
service. Refer to the trucks Vehicle Test Instruc-
tions for the complete test procedure.
A07002 1/98 STORAGE PROCEDURES A7-17
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.
A7-18 STORAGE PROCEDURES A07002 1/98
PRESERVATION AND STORAGE
ALLISON TRANSMISSION
Storage, New Transmission
(Prior to installation). New transmissions are tested at
Allison with preservative oil and drained prior to ship-
ment. The residual oil remaining in the transmission
provides adequate protection to safely store the trans-
mission for up to one year (stored inside the conditions
of normal climate and with all shipping plugs installed)
without further treatment.
Preservation Methods. When the transmission is to be
stored or remain inactive for an extended period (one
or more years), specific preservation methods are
recommended to prevent damage due to rust, corro-
sion, and organic growth in the oil. Preservation meth-
ods are presented for storage with and without
transmission fluid.
Storage, One Year -- Without Oil
1. Drain the oil.
2. Spray two ounces (60 milliliters) of VCI #10
through the fill tube.
3. Seal all openings and the breather with moisture-
proof tape.
4. Coat all exposed, unpainted surfaces with pre-
servative grease such as petroleum (MIL-C-
11796, Class 2).
5. If additional storage time is required, repeat steps
(2), (3) and (4) at yearly intervals.
Storage, One Year With Oil (normally in a vehicle
chassis)
1. Drain the oil and replace the oil filter element(s).
2. Fill the transmission to operating level with a
mixture of one part VCI #10 (or equivalent) to 30
parts C-3 transmission fluid. Add 1/4 teaspoon of
Biobor JF (or equivalent) for each 3 gallons (11
liters) of fluid in the system.
NOTE: When calculating the amount of Biobor JF
required, use the total volume of the system, not just
the quantity required to fill the transmission. Include
external lines, filters, and the cooler.
3. Run the engine for approximately five minutes at
1500 rpm with the transmission in neutral.
4. Drive the vehicle. Make sure the transmission
shifts through all ranges. Make sure the lockup
clutch is working.
5. Continue running the engine at 1500 rpm with the
transmission in neutral until normal operating
temperature is reached.
If the unit does not have a converter-out tempera-
ture gage, do not stall the converter.
6. If normal operating temperature is less than 225
F (107 C), shift the transmission to the highest
forward range and stall the converter.
When the converter-out temperature reaches
225 F (107 C), stop the engine. Do not exceed
225 F (107 C).
7. As soon as the transmission is cool enough to
touch, seal all openings and the breather with
moisture-proof tape.
8. Coat all exposed, unpainted surfaces with pre-
servative grease such as petrolatum (MIL-C-
11796, Class 2).
9. If additional storage time is required, repeat steps
(2) through (8) at yearly intervals; except, it is not
necessary to drain the transmission each year.
Just add Motorstor and Biobor Jf (or equivalents).
Restoring Transmission to Service
1. Remove all tape from openings and the breather.
2. Wash off all external grease with mineral spirits.
3. If the transmission is new, drain the residual
preservative oil. Refill the transmission to the
proper level with C-4 transmission fluid.
4. If the transmission was prepared for storage with-
out oil, drain the residual oil and replace the oil
filter elements. Refill the transmission to the
proper level with C-4 transmission fluid.
5. If the transmission was prepared for storage with
oil, it is not necessary to drain and refill the
transmission with new transmission fluid. Check
for proper fluid level. Add or drain transmission
fluid as required to obtain to proper level.
A07002 1/98 STORAGE PROCEDURES A7-19
NOTES
A7-20 STORAGE PROCEDURES A07002 1/98
SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
COWL AND HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
RIGHT DECK STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-2
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2
BODY PIVOT PINS AND SPACERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2
BODY-UP PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY POSITION INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
LINER PLATES/BODY REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY-UP LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
VENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
B01006 9/90 Index B1-1
NOTES
B1-2 Index B01006 9/90
STRUCTURAL COMPONENTS
COWL AND HOOD
The grille, cowl and hood assemblies on the truck can
be removed for service to the engine, radiator or air
conditioning condenser. Refer to Section C, Cooling
System, for removal, installation and adjustment pro-
cedures.
DECKS
The left and front left deck structures are removed
during cab removal and in the event repair procedures
to the structures are required. Refer to Section N, Truck
Cab, for removal and installation procedures for the left
and front left deck structures.
RIGHT DECK STRUCTURE
Do not work under raised body without body up
pin installed.
Removal
1. Raise the truck body and install the body-up re-
taining pin to secure the body in the full raised
position.
2. Turn key switch "off", and shut down engine.
3. Identify the battery cables at the terminals on the
batteries. Refer to CAUTION, Section "D", Battery
Charging Circuit Components for removal proce-
dure.
4. Remove the necessary retaining devices securing
the battery and cables to the hood and deck
structures and position cables out of the way.
5. Remove batteries and place them in an out of the
way area. Place batteries on wood blocking or
pallets. Storage of batteries directly on concrete
floor can damage batteries.
6. Identify and disconnect the necessary connec-
tions at the cold starting aid.
7. Loosen hose clamps on air inlet piping and remove
sections of piping as required for deck removal.
Cover and seal engine air inlet to prevent entry of
contamination.
8. Identify and tag electrical wires on the headlights
and turn signal mounted on the right deck struc-
ture. Disconnect electrical wires.
9. Loosen the capscrews retaining the right deck on
the truck and attach a lifting strap around struc-
ture so its weight is evenly distributed. Take up
slack. Remove capscrews and then move right
deck structure to a work area.
Installation
1. Install lifting strap around right deck structure and
lift structure into position on truck.
2. Install all capscrews retaining deck structure to the
truck. Tighten to standard torque.
3. Connect the electrical wires on the headlights and
turn signal mounted on the right deck structure.
4. Be certain air inlet piping is completely clean
internally. Install tubes and tighten securely to air
cleaner.
Be certain tubes engage rubber elbows and hump
hoses properly. Position clamps so elbows and
hump hoses are completely compressed on tubes
when clamps are tightened.
5. Connect the cold starting aid connections.
6. Install batteries into battery box. Refer to CAU-
TION, Section "D", Battery Charging Circuit Com-
ponents. Route and connect cables to the
batteries. Connect all harness retaining devices to
prevent abrasion and/or damage. Install battery
retaining devices.
7. Start engine and remove body-up retaining pin.
Lower body.
B02007 Structural Components B2-1
Inspection
The decks of the truck are covered with anti-slip sur-
faces. These anti-slip coverings should be kept clean
and replaced as they become worn.
The anti-slip material on the decks should be in-
spected and maintained for the safety of all person-
nel. Particular attention should also be directed to
the condition of the stair and handrail structures.
Loose or missing mounting hardware, cracked or
bent areas, etc., should be repaired or replaced
immediately.
B2-2 Structural Components B02007
DUMP BODY
Removal
1. Park truck on hard level surface and block all
wheels. Connect cables and lifting device to the
dump body and take up slack as illustrated in
Figure 3-1.
Before raising or lifting body be sure there is ade-
quate clearance between body and overhead
structures or electric power lines.
Be sure that lifting device is rated for at least a 11
ton (9,988 kg) capacity. Allow for added liner
plates and haulage remaining in body.
2. Remove mud flaps and rock ejectors from both
sides of the truck.
3. Loosen three capscrews holding exhaust box to
mounting bracket. Tilt exhaust box away from
pivot exhaust seal.
4. Remove pivot exhaust seal.
5. On each side of the dump body, remove the
capscrew and lockwasher (3, Figure 3-2) from the
pin (2) on top hoist cylinder eye.
Some means of supporting hoist cylinders will be
necessary prior to removing hoist cylinder pin.
6. Remove the top hoist cylinder pin (2) from the
dump body bracket.
7. Remove the capscrews, washers and nuts (4,
Figure 3-3) securing the pivot pin to dump body
pivot point. Remove the pivot pin (3) from each
pivot point. Pivot pin spacers (1) will come out
after pin is removed.
8. Lift dump body clear of truck and move to storage
or work area. Place on blocks.
9. Inspect bushings (2) in the body pivots for wear or
damage. Replace, if necessary.
FIGURE 3-1. DUMP BODY REMOVAL
1. Lifting Cables 2. Guide Rope
FIGURE 3-2. HOIST CYLINDER MOUNTING
1. Dump Body 4. Hoist Cylinder
2. Pin 5. Bearing
3. Capscrew and 6. Retainer Rings
Lockwasher
B03007 10/90 Dump Body B3-1
Installation
1. Attach lifting device to dump body and lower over
the truck frame. Align the dump body pivot with
frame pivots.
2. Install body pivot pin (3, Figure 3-3) on each side
of truck. Install spacers (1) removed during body
removal: Note location of spacers (1, Figure 3-3).
3. Secure pivot pin in place with capscrews, washers
and nuts (4). Tighten capscrews to standard
torque.
4. Install pivot exhaust seal between body pivot
structure and exhaust box. Contact surfaces must
be clean and smooth at pivot of exhaust box and
body pivot structure. Tighten capscrews holding
exhaust box to mounting bracket to standard
torque. Check for exhaust leaks when starting
engine.
5. Align top eye of hoist cylinder and install hoist
cylinder pin (2, Figure 3-2). Secure pin with cap-
screws. Tighten capscrews to standard torque.
6. Install mud flaps and rock ejectors on dump body.
BODY PIVOT PINS AND SPACERS
The HAULPAK dump body is centered on the truck
frame by use of spacers (1, Figure 3-3) located in the
pivot pin assemblies.
Removal
1. Support the weight of the dump body (approxi-
mately 12 tons) by use of an overhead crane or
blocking to relieve pressure on the pivot pins.
2. Remove capscrew, washer and nut (4) from pivot
pin assembly.
3. Remove pivot pin (3) from structure.
4. Inspect spacers (1) and replace with new spacers
if wear or damage is indicated.
5. Inspect bushing (2) for wear or damage. Replace
if necessary.
6. Inspect pivot pin (3) and grease channels. Re-
place if worn or damaged.
Installation
1. Pivot pin spacers (1, Figure 3-3) must be installed
to provide an equal gap on either side of the body
guide (1, Figure 3-4). If dimensions indicated are
not obtained, spacers,bushings, and/or pivot pins
may be worn and must be replaced.
2. Install pivot pin (3, Figure 3-3) through frame,
spacer, bushing and spacer, as shown.
3. Align pivot pin hole with mounting bracket hole.
Install capscrew, washer and locknut. Tighten
capscrew to standard torque.
4. Install lube fitting, if removed, and fill lube passage
with recommended grease.
FIGURE 3-3. BODY PIVOT PIN CROSS SECTION
1. Spacers 3. Pivot Pin
2. Bushing 4. Capscrew, Washer and
Nut
FIGURE 3-4. BODY GUIDE ADJUSTMENT
1. Body Guide 2. Body
B3-2 Dump Body B03007 10/90
BODY-UP PIN
The body up pin is intended to be used as a safety pin
to hold the body in the up position while the technician
works under the body.
Body-Up Pin Installation
Always store pins in body storage holes. Place-
ment of the pins in mainframe or matching body-up
holes located on the body can cause damage to
frame or body during dumping cycle.
1. Before raising body, remove cotter pins from
body-up pin and remove from storage holders.
2. Raise body of truck.
3. Align holes in body with holes in main frame. Insert
safety pins into holes. Refer to Figure 3-5.
4. Insert cotter pin back into pin hole.
5. After servicing has been completed, remove body-
up pins and return to proper storage holder.
BODY PAD
NOTE: It is not necessary to remove the dump body for
replacing the body pads. Replace pads if worn exces-
sively or damaged.
1. Raise dump body to sufficient height for removal
of body pads.
Place blocks between dump body and frame. Se-
cure blocks in place.
2. Remove capscrews, lockwashers and rubber
body pad from body pad mounting. Refer to Fig-
ure 3-6.
3. Install new rubber body pads and secure with
capscrews and lockwashers. Tighten nuts to
standard torque.
NOTE: If body pad mounting brackets have been dam-
aged, new mounting brackets should be positioned
so body pads are parallel to frame rail. Body pads
should have full and even contact of pads to frame rail.
FIGURE 3-6. BODY PAD
1. Body Pad 2. Dump Body
FIGURE 3-5. BODY-UP PIN INSTALLATION
1. Body Up Retaining Pin 3. Body Pivot Pin
2. Body 4. Main Frame
B03007 10/90 Dump Body B3-3
ROCK EJECTORS
Rock ejectors are placed between the rear dual wheels
to keep rocks or other material from lodging between
the dual tires. Failure to keep ejectors in working order
could allow debris to build up between the dual wheels
and cause damage to the tires.
Inspection
1. The ejectors (1, Figure 3-7) must be positioned on
the center line between the dual wheels within
0.25 in. (6.35 mm).
2. Arm structure must be straight.
3. The arm structure should be approximately 2.00
in. (5.10 cm.) away from the wheel spacer ring.
4. Check for wear on mounting brackets and clevis
pins.
If any of these conditions are unsatisfactory, repair or
replace the item.
BODY POSITION INDICATOR
The body position indicator is a structure mounted to
the canopy of the dump body. The indicator is located
to the front right of the operators cab and is designed
as a visual reference for the dump body being in the
down position.
LINER PLATES/BODY REPAIR
Liner plates may be added to the original body to add
resistance to wear from abrasive material. If such plates
have been added, the weight must be considered
part of the payload and the material being hauled
should be reduced accordingly to prevent exceeding
the maximum Gross Vehicle Weight (GVW).
If repair or replacement of the liner plates or other body
parts is required, contact the HAULPAK

Distributor
for information on type of material required.
The addition of sideboards to increase payload is not
recommended without factory approval.
BODY-UP LIMIT SWITCH
The Body-Up Limit Switch is designed to stop hoist
cylinder extension before maximum travel (complete
extension) occurs. The body-up limit switch is a mag-
netic proximity switch mounted on the inboard side of
the right frame rail near the upper rear suspension
mount. The limit switch is installed in the wiring circuit
for the hoist control.
When the indicator arm (mounted on the body pivot
ear) moves near the body-up limit switch, the circuit to
the hoist up solenoid is interrupted; this limits body-up
travel by preventing additional oil flow to the hoist
cylinders.
Body-Up Limit Switch Adjustment
NOTE: Prior to adjusting the Body-Up Limit Switch, a
thorough inspection of the body pivot pins, spacers,
and bushings should be made.
Excessive wear of these parts may allow the body to
shift during operation and cause damage to the Body-
Up Limit Switch. Refer to Dump Body Pivot Pins, for
information regarding these components.
1. Park truck on level surface, apply park brake and
block wheels. Check for sufficient overhead clear-
ance to allow body to be raised. Remove Indicator
Arm Plate (2, Figure 3-8) from body.
2. Start engine and operate at low idle. Place hoist
control switch in "Raise" position and allow body
to be raised to maximum hoist cylinder extension.
FIGURE 3-7. ROCK EJECTOR INSTALLATION
1. Rock Ejector Arm 2. Rear Wheel Spacer Ring
B3-4 Dump Body B03007 10/90
3. Measure length of lower hoist cylinder rod shown
as "A", Figure 3-8. Record measurement.
4. Lower body to frame. Subtract 4 in. (10.16 cm.)
from dimension found in Step 3 and record as
dimension "B".
5. Raise body until exposed length of lower hoist
cylinder rod equals dimension "B".
6. Install indicator arm plate (2, Figure 3-9). Loosen
capscrews and nuts (4, Figure 3-10) and adjust
gap between body-up limit switch (2) and indica-
tor arm plate (1) to 0.25 in. (6.35 mm.) Tighten nuts
(4) to standard torque.
7. Loosen capscrews (1, Figure 3-9) on indicator arm
plate (2). Adjust arm to overlap end of switch (5)
by 0.75 0.25 in. (19.05 6.35 mm). Tighten
capscrews to standard torque.
8. Place hoist control switch in "Power Down" posi-
tion and lower body to frame.
FIGURE 3-8. HOIST CYLINDER MEASUREMENT
A. Length of Cylinder Rod @ Complete Extension
B. Complete Extension less 4 in. (10.16 cm).
FIGURE 3-9. BODY-UP LIMIT SWITCH ADJUSTMENT
1. Tapped Pads and Capscrews 4. Mounting Bracket with Mounting Hardware
2. Indicator Arm Plate 5. Body-Up Limit Switch with Mounting Hardware
3. R.H. Frame (Inboard Rear)
B03007 10/90 Dump Body B3-5
9. Place hoist control switch in "Raise" position and
operate engine at approximately 1200 RPM.
Observe body as it raises, when indicator arm (5)
passes by body-up limit switch the hoist valve
should shift and stop flow of hydraulic oil to hoist
cylinders, preventing hoist cylinders from fully
extending.
10. If cylinders continue to go to full extension, adjust-
ment procedures of body-up limit switch must be
repeated until full cylinder extension is prevented.
Maintenance
1. Before each operating shift remove any accumu-
lated debris from indicator arm and body-up
switch (1 and 2, Figure 3-10).
2. Inspect for any damage to indicator arm, body-up,
switch, and electrical connections.
NOTE: If capscrews are found to be loose or replace-
ment of components is necessary, an adjustment of
body-up switch will be required.
3. Inspect body pivot pins, spacers, and bushings for
wear. Refer to "Dump Body Pivot Pins".
FIGURE 3-10. INDICATOR ARM ADJUSTMENT
1. Indicator Arm Plate 3. Mounting Bracket
2. Body-Up Limit Switch 4. Capscrews and Nuts
B3-6 Dump Body B03007 10/90
FUEL TANK
Removal
1. Drain all fuel from tank to reduce the weight to be
handled. Disconnect all fuel and hydraulic hoses
and cap to prevent contamination.
The empty fuel tank weighs approximately 622 lbs.
(282 Kg.). Be sure lifting device is capable of lifting
the load.
2. Loosen the bottom mount capscrew (9, Figure 4-1)
and top U-bolts, nuts and washers (3) and take up
slack of hoist or fork lift. Remove capscrews and
move tank to safe working area.
NOTE:
Hoist valve weights approximately 40 lbs.(18.2 Kg).
3. Remove hoist valve, fuel gauge (5) and vent (2)
from tank, and other fittings as required to carry
out interior cleaning or repair.
FIGURE 4-1. FUEL TANK INSTALLATION
1. Fuel Cap
2. Vent
3. U-Bolts, Nuts and Washers
4. Lifting Eye
5. Fuel Gauge
6. Fuel Tank
7. Drain Petcock
8. Cover
9. Rubber Mount, Capscrew,
and Nut
B04003 3/92 Fuel Tank B4-1
Installation
1. Thoroughly clean the frame mounting brackets.
Inspect the lower rubber mount for wear or dam-
age and replace if necessary.
2. Install hoist valve to fuel tank using three cap-
screws and washers. Tighten capscrews to 65
ft. ils. (88 N.m.) torque.
3. Lift the fuel tank into position being carefull not to
damage the hoist valve. Install the rubber mount,
capscrew and lockwashers (9), but do not tighten.
4. Install the U-bolts, washers and nuts (3). Tighten
nuts to 125 ft.lbs. (170 N.m) torque.
5. Tighten lower mount capscwew to 200 ft.lbs. (271
N.m) torque.
6. Connect hoses removed during removal proce-
dure.
If a tank is to be weld repaired, special precautions
are necessary to prevent fire or explosion. Consult
local authorities if necessary, on safety regulations
before proceeding.
Cleaning
The fuel tank is provided with a drain (7, figure 4-1) and
a cleaning port (8) in the side that allows steam or
solvent to be utilized in cleaning tanks that have accu-
mulated foreign material.
It is not necessary to remove the tank from the truck
for cleaning of sediment, however rust and scale on the
walls and baffles may require complete tank removal.
This allows cleaning solutions to be in contact with all
interior surfaces by rotating the tank in various posi-
tions, etc.
Prior to a cleaning procedure of this type, all vents, fuel
gauges, and hose connections should be removed and
temporarily sealed. After all scale, rust, and foreign
material has been removed, the temporary plugs can
be removed.
If a tank has been damaged and requires structural
repair, carry out such repairs before final cleaning. A
small amount of light oil should be sprayed into the tank
to prevent rust if the tank is to remain out of service. All
openings should be sealed for rust prevention.
VENT
The fuel tank is vented through a small mesh type filter
(2, Figure 4-1) installed in a port on the top of the tank.
This filter should be cleaned periodically and can be
blown out with solvent and reused. The area around
the vent must be free of caked mud and debris that
would cover the vent and prevent proper fuel suction
and return.
Refer to Section M for information on various quick
fill systems.
GAUGE
A direct readout type gauge (5, Figure 4-1) is mounted
in an opening in the side of the tank. The gauge is a
magnetic arm type with a float inside the tank.
Removal
1. Drain fuel below level of gauge.
2. Loosen the small screws holding the dial face in
the fuel gauge sender unit and remove.
3. Loosen four socket head screws in sender unit and
remove from tank.
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.
4. Reinstall dial face in sender. If a remote readout in
the cab is utilized, reconnect wire(s).
5. Refill tank and check for leaks.
B4-2 Fuel Tank B04003 3/92
SECTION C
ENGINE, FUEL, COOLING AND AIR CLEANER
INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Service Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
MAIN FILTER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Precleaner Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
Cleaning Precleaner Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
Air Intake Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
ENGINE COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-1
THROTTLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-1
THROTTLE CONTROL PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-1
Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-1
THROTTLE CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-1
Throttle Control Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-3
ATEC THROTTLE POSITION SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-4
Throttle Position Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-5
FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-5
FAN BELT ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-5
ALTERNATOR BELT ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6-6
C01006 8/94 Index C1-1
NOTES
C1-2 Index C01006 8/94
COOLING SYSTEM
RADIATOR
Both sides of the radiator are mounted with rubber
mounts to the radiator support structures. On top of
the radiator is an adjustable rod, rubber mounted to the
cowl, to position radiator core parallel to engine fan.
The bottom radiator tank is also used as the transmis-
sion oil cooler. A separate heat exchanger for the rear
oil-cooled disc brakes is mounted below the radiator
bottom tank.
Radiator Removal
If necessary to remove engine, raise body and install
body-up retaining pin (1, Figure 3-1) to secure body in
full raised position.
1. Disconnect cables from battery terminals. Remove
cable from negative terminal first. Refer to Section
"D", Electrical System "Battery Equalizer".
2. Remove capscrews and retainer (5, Figure 3-2).
Remove grille (6).
3. Disconnect horn wires, remove horn.
Serious personal injury may result if hoses at con-
denser are disconnected prior to properly dis-
charging the air conditioning system. Refer to
Section "M" for proper discharging procedure.
4. If radiator is being removed only for repair of the
radiator, remove condenser mounting bracket
capscrews (4, Figure 3-2). Secure condenser as-
sembly to allow enough room for radiator re-
moval.
5. If radiator is being removed to permit engine
removal, refer to Section "M" for procedures to
discharge the air conditioning system. Discon-
nect hoses at condenser, tightly cap hoses and
fittings to prevent moisture entry, and remove
condenser assembly (3, Figure 3-2).
6. If coolant is to be reused, provide a clean container
to hold approximately 48 gal. (182 l) of coolant.
FIGURE 3-1. BODY-UP PIN INSTALLATION
1. Body Up Retaining Pin 3. Body Pivot Pin
2. Body 4. Main Frame
FIGURE 3-2. RADIATOR REMOVAL
1. Cowl 5. Capscrews
2. Capscrews 6. Grille
3. Condenser 7. Radiator
4. Capscrews
C03011 Cooling System C3-1
Before removing any cooling system components,
release cooling system pressure by turning radia-
tor cap counterclockwise to the first notch. Failure
to release pressure may result in hot coolant being
expelled causing serious injury.
7. Remove radiator cap. To drain radiator, open drain
cock on bottom of large coolant tube to bottom
tank on right side of radiator.
8. Remove adjustment rod nut (2, Figure 3-3) on top
tank.
9. Remove capscrews (1, Figure 3-4) and hood struc-
tures (2).
10. Remove capscrews (2, Figure 3-2) and cowl (1).
11. Disconnect wire from low coolant level probe in top
tank.
12. Disconnect and cap all hoses from top and bottom
tank of radiator.
13. Disconnect and cap hoses from transmission at
bottom tank.
14. Remove fan guard (7, Figure 3-3) from radiator
shroud (6).
Heat exchanger weighs approximately 280 lbs (127
kg). Use adequate lifting device.
15. Remove capscrews attaching lower coolant tube
to support bracket.
16. Support heat exchanger. Remove four capscrews
and lower heat exchanger onto supports and se-
cure safely.
17. Attach lifting device to tapped blocks on radiator
top tank and take up slack.
18. Remove radiator mount capscrews securing radia-
tor to support structures (1, Figure 3-5). Maneuver
radiator away from fan, taking care not to damage
fan or radiator.
19. Set radiator aside for repair, if required.
20. Inspect hoses and clamps, rubber mounts at radia-
tor supports, adjustment rod, and condenser
bracket. Replace as necessary.
FIGURE 3-3. RADIATOR REMOVAL
1. Adjustment Rod 6. Radiator Shroud
2. Adjustment Rod Nut 7. Fan Guard
3. Top Radiator Tank 8. O-Ring
4. Lower Radiator Tank 9. Coolant Flange
(Transmission Cooler) (To Engine Block)
5. Heat Exchanger (Rear
Oil-Cooled Disc Brakes)
FIGURE 3-4. HOOD REMOVAL
1. Capscrews 2. Hood Structure
C3-2 Cooling System C03011
Radiator Installation
1. Place radiator rubber mount (2, Figure 3-5) in each
radiator support structure (1).
2. Raise radiator into position, taking care not to
damage fan or radiator.
3. Install capscrew (3), washer (4) and nut (5).
Tighten to standard torque.
4. Install adjustment rod (1, Figure 3-6) washers,
rubber mount and nuts to cowl.
5. Raise cowl into position, install adjustment rod (1,
Figure 3-6) into bracket on top tank (3).
6. Install cowl mounting capscrews (2, Figure 3-2)
and tighten to standard torque.
7. Adjust rod, if necessary, so radiator core is parallel
to fan. Tighten nuts to standard torque.
8. Install fan guard (7, Figure 3-6). Tighten capscrews
to 25 ft.lbs. (35 N.m) torque.
9. Remove caps and connect all hoses to top and
bottom tanks to engine. Tighten clamps securely
to prevent leaks.
10. Install new O-rings and connect transmission
cooler lines. Tighten split flange capscrews to
standard torque.
11. Install new O-ring (8, Figure 3-6) on radiator mount-
ing surface (use a non-petroleum base lubricant).
Install heat exchanger and capscrews. Tighten to
90 ft.lbs. (122 N.m) torque.
12. Connect coolant line to heat exchanger, tighten
clamps securely to prevent leaks.
13. Install capscrews into lower coolant tube support
bracket. Tighten to standard torque.
14. Connect wire to low coolant probe.
15. Install hood structures and capscrews (Figure 3-4).
16. Position air conditioner condenser (1, Figure 3-7)
and mount bracket to support structures. Install
rubber mounts, capscrews, washers and nuts.
Tighten to standard torque.
17. Connect air conditioner hoses to condenser, if
removed. Refer to Section"M" for evacuation and
charging procedures.
FIGURE 3-7. CONDENSER INSTALLATION
1. Condenser 3.Rubber Mount
2. Mount Bracket
FIGURE 3-6. RADIATOR REMOVAL
1. Adjustment Rod 6. Radiator Shroud
2. Adjustment Rod Nut 7. Fan Guard
3. Top Radiator Tank 8. O-Ring
4. Lower Radiator Tank 9. Coolant Flange
(Transmission Cooler) (To Engine Block)
5. Heat Exchanger (Rear
Oil-Cooled Disc Brakes)
FIGURE 3-5. RADIATOR MOUNTING
1. Radiator Support 4. Washer
2. Rubber Mount 5. Nut
3. Capscrew
C03011 Cooling System C3-3
18. Install horn and connect wires. Install grille.
19. Add approximately 48 gal. (182 l) of coolant. Refer
to Section "P", Lubrication And Service, for anti-
freeze recommendations.
Radiator Repair
Radiator core repairs should be performed by a quali-
fied repair facility. The core, top and bottom tanks, and
gaskets are available as replacement components.
Contact your HAULPAK

distributor.
The bottom tank of the radiator contains the heat
exchanger for the transmission. If a leak occurs in the
heat exchanger, antifreeze/coolant may contaminate
the transmission oil and/or transmission oil may con-
taminate the engine cooling system.
If the engine coolant is found to be contaminated with
oil, the system must be examined for leaks and cor-
rected. Then the system must be flushed to remove oil
contamination, and finally, refilled with a clean coolant
solution.
If a leak has been found or suspected in the heat
exchanger, the transmission oil must be examined
IMMEDIATELY. Ethylene glycol (even in small
amounts) will damage friction-faced clutch plates.
Contact your HAULPAK

distributor for ethylene glycol


detection test kits.
If ethylene glycol is found in the transmission oil,
the transmission should be removed, completely
diassembled, cleaned and examined, and ALL fric-
tion-faced clutch plates replaced.
HEAT EXCHANGER
(For Oil-Cooled Rear Disc Brakes)
The heat exchanger is mounted to the bottom tank of
the radiator. Its main purpose is to cool the hydraulic
oil used in the wet disk brake housing. The engine
coolant passes through a group of tubes located in the
center of the heat exchanger housing. The hydraulic oil
circulates around the tubes allowing heat to dissipate
from the hydraulic oil. The cooled hydraulic oil flows to
the steering pump and to the rear brake housings and
engine coolant flows through the engine and back to
the radiator.
Removal
1. Park truck on level surface. Block wheels. Turn key
switch "OFF" to shut down engine. Wait at least
90 seconds. Rotate steering wheel back and forth;
no movement should occur.
2. Open bleeder valves to bleeddown brake accumu-
lators. Wait at least 90 seconds for accumulators
to bleeddown. Close bleeddown valves.
3. If coolant is to be reused, provide a clean container
to hold approximately 48 gal. (182 l) of coolant.
Before removing any cooling system components,
release cooling system pressure by turning radia-
tor cap counterclockwise to the first notch. Failure
to release pressure may result in hot coolant being
expelled causing serious injury.
4. After pressure is released, remove radiator cap.
Open drain cock on large coolant tube attached
to heat exchanger to drain radiator.
5. Remove two hydraulic lines connected to ex-
changer. Be prepared to contain approximately 5
gal. (19 l) of hydraulic oil remaining in lines.
6. Loosen two engine guard capscrews at mounting
brackets on horse collar. Do not remove cap-
screws.
7. Place adequate lifting device under engine guard
and remove four capscrews attaching guard to
front bumper. Engine guard weighs approxi-
mately 150 lbs. (70 kg). Lower guard away from
engine.
8. Loosen hose clamps securing rubber elbow to
large coolant tube and heat exchanger. Remove
two capscrews securing coolant tube to radiator
bracket. Remove tube and rubber elbow from
heat exchanger.
9. Support or block under heat exchanger and re-
move four capscrews securing exchanger to ra-
diator.
CAUTION! Heat exchanger weighs approximately
280 lbs (127 kg).
10. Use an adequate lifting device to lower heat ex-
changer from its location under the radiator. Re-
move exchanger to a clean work area.
C3-4 Cooling System C03011
Installation
1. Clean all mounting surfaces and hose connec-
tions. Inspect hoses and clamps. Replace if dam-
aged.
2. Install new O-rings (8, Figure 3-6) into radiator
bottom tank housing. Lubricate O-ring and neck
of heat exchanger with a non-petroleum type lu-
bricant.
3. Lift heat exchanger up to the radiator, move into
position, and install four capscrews. Do not twist
or damage O-ring in lower tank.
4. Tighten capscrews to 90 ft. lbs. (122 N.m) torque.
5. Install both hydraulic lines with new O-rings onto
heat exchanger. Install split flange and cap-
screws. Tighten to 90 ft.lbs. (122 Nm) torque.
6. Install large coolant tube and rubber elbow to heat
exchanger. Install clamps. Tighten secureley to
avoid leakage.
7. Install two capscrews securing coolant tube to
radiator mounting bracket. Tighten to standard
torque.
8. Use an adequate lifting device, raise engine guard
into position. Install four capscrews attaching en-
gine guard to front bumper. Tighten capscrews to
standard torque. Engine guard weighs approxi-
mately 150 lbs. (70 kg).
9. Tighten engine guard capscrews at mounting
brackets on horse collar to standard torque.
10. Add approximately 48 gal (182 l) of coolant. Refer
to Section "P", Lubrication And Service, for anti-
freeze recommendations.
11. Check oil level in hydraulic tank. Add oil if needed.
Start engine and allow accumulators to charge to
system pressure.
12. Allow truck to idle at 1000 RPM. Check for any
leakage at hose connections on heat exchanger,
tighten fittings if leakage occurs.
13. Remove blocks from wheels.
Heat Exchanger Repair
Heat exchanger repairs should be performed by a
qualified repair facility. The heat exchanger and gas-
kets are available as replacement components.
Contact your HAULPAK

distributor.
The heat exchanger for the rear oil-cooled disc brakes
is mounted to the bottom tank of the radiator. If a leak
occurs in the heat exchanger, antifreeze/coolant may
contaminate the hydraulic oil and/or hydraulic oil may
contaminate the engine cooling system, and entire
hydraulic system.
If the engine coolant is found to be contaminated with
oil, the system must be examined for leaks and cor-
rected. The system must then be flushed to remove oil
contamination, and finally, refilled with a clean coolant
solution.
If a leak is found or suspected in the heat exchanger,
the hydraulic oil must be analyzed IMMEDIATELY.
Ethylene glycol (even in small amounts) will damage
friction-faced disc plates used in the rear wet disc brake
assemblies.
If ethylene glycol is found in the hydraulic oil, the
hydraulic system must be drained and flushed to re-
move all contamination, and finally, refilled with clean
hydraulic oil. Both rear wet disc brake assemblies
should be removed, completely disassembled,
cleaned and examined, and ALL friction-faced disc
plates replaced. Contact your HAULPAK

distributor
for ethylene glycol detection test kits.
C03011 Cooling System C3-5
NOTES
C3-6 Cooling System C03011
ENGINE
The 210M HAULPAK

is powered by a Cummins KTTA-


19C engine. The front engine mount is attached to a
cradle between the frame rails. The cradle is mounted
to the frame with rubber mounts. The rear engine
mounts are mounted on frame brackets attached to
each side of the flywheel housing with rubber mounts.
Engine Removal
Engine weighs approximately 4300 lbs (1950 kg).
Make certain all lifting apparatus is of adequate
capacity.
1. Remove radiator. Refer to instructions covering
radiator removal in this section.
NOTE: Plug all ports and cover hose connections
when disconnected to prevent dirt and foreign mate-
rial from entering.
2. Remove air inlet piping from air cleaner to engine.
3. Remove exhaust piping from turbocharger to flex
pipes.
4. Remove both halves of driveline protector. Refer
to Figure 4-1.
5. Remove capscrews (3) securing U-joint to flywheel
adapter.
6. Make sure cross bearing caps are separated from
adapter. Support driveline so it cannot slide apart
when engine is removed.
7. Remove transmission cooler hose clamps. Dis-
connect and cap hoses from transmission.
8. Remove clamps securing hoses to front engine
mount cradle. Position hoses so they will not
interfere with cradle removal.
9. Disconnect fuel lines, throttle cable and ATEC
throttle potentiometer cable at fuel lever.
NOTE: Identify and mark connection points of all wires.
10. Disconnect all wiring to engine.
11. Measure distance from front engine cradle to
frame mounts (Figure 4-2). Measurement should
be 0.94 in. (23.8 mm). If less than this dimension,
rubber mount should be replaced after engine is
removed.
F IGURE 4-1. DRIVELINE REMOVAL
1. Driveline Protector, 4. Capcrews
Upper Half 5. Driveline Protector,
2. Capscrews Lower Half
3. U-joint Capscrews 6. Driveline
FIGURE 4-2. FRONT ENGINE CRADLE MOUNT
1. Cradle Mount 3. Large Washer
2. Engine Mount Capscrews
C04008 4/90 Engine C4-1
12. Measure distance from rear engine mount, on
each side, to frame mount at all four rubber
mounts (Figure 4-3). Distance should be 1.31 in.
(33.3 mm). If less than this dimension, replace
rubber mounts after engine is removed.
13. Place engine lifting tool* or equivalent between
cylinder heads, one on each end of engine, under
protruding cast portion (2, Figure 4-4). Take up
slack.
* Refer to Section "M" Special Tools for Lifting Tool
fabrication dimensions.
14. Remove capscrews securing front engine mount
to cradle (2, Figure 4-2), and capscrews at each
rubber mount of cradle.
15. Remove capscrews from four rear engine rubber
mounts (1, Figure 4-3).
16. Raise front of engine enough to remove front
cradle.
17. Carefully maneuver engine forward and upward to
clear horse collar and front bumper.
18. Move to clean work area and position on supports
to prevent damage to oil pan, etc.
FIGURE 4-3. REAR ENGINE MOUNT
1. Rubber Mount Capscrews 2. Rubber Mount
FIGURE 4-4. PLACEMENT OF ENGINE LIFTING TOOL
1. Heads 2. Lift Point
C4-2 Engine C04008 4/90
Engine Installation
1. If removed, position flexible coupling (1, Figure
4-5) on flywheel. Install capscrews (3), tighten to
standard torque and safety wire capscrew heads.
2. If removed, install adapter (2) on flexible coupling
(1). Install capscrews (4) and tighten to 70 ft. lbs.
(95 N.m) torque. Safety wire capscrew heads.
Install cover plate (5) and capscrews. Tighten
capscrews to standard torque.
3. If removed, install rear engine mounts (1, Figure
4-6) to flywheel housing. Tighten capscrews to
standard torque.
4. Place rubber mount in each rear engine frame
mount (2, Figure 4-6).
5. Install front engine rubber mounts in frame mounts
( 4, Figure 4-7).
6. Place engine lifting tool or equivalent between
cylinder heads, one on each end of engine, under
protruding cast portion. Refer to Figure 4-4. Take
up slack.
Engine weighs approximately 4300 lbs. (1950 kg).
Make certain all lifting apparatus is of adequate
capacity.
7. Position engine in frame on rear rubber mounts,
start capscrews.
8. Place front cradle (1, Figure 4-7) on front rubber
mounts, install capscrews.
9. Install capscrews (2), lockwashers and nuts, se-
curing front engine mount to cradle. Tighten to
standard torque.
10. Allow full weight of engine to rest on mounts.
11. Install lower half of rear rubber mounts (3, Figure
4-6), large washer and nuts.
12. Tighten nuts until rear rubber mounts are com-
pressed between engine mount and frame mount
to a dimension of 1.31 in. (33.3 mm). Refer to
Figure 4-6.
FIGURE 4-6. REAR ENGINE MOUNT
1. Engine Mount 3. Rubber Mount,
2. Rubber Mount, Lower Half
Upper Half
FIGURE 4-7. FRONT ENGINE CRADLE MOUNT
1. Cradle Mount 3. Large Washer
2. Engine Mount Screws 4. Rubber Mount
FIGURE 4-5. FLYWHEEL ADAPTER
1. Flexible Coupling 4. Capscrews
2. Adapter 5. Cover Plate
3. Capscrews
C04008 4/90 Engine C4-3
13. Install large washer (3, Figure 4-7) and nut in front
rubber mounts. Tighten nut to standard torque.
14. Front rubber mounts are compressed between
cradle and frame mounts to dimension of 0.94 in
(23.8 mm).
15. Connect driveline (6, Figure 4-8) to adapter.
Tighten capscrews (3) to 100 5 ft. lbs. (135.6
7 Nm) torque. Install driveline protector (1 & 5).
16. Connect transmission cooler hoses to transmis-
sion and install all clamps.
17. Connect all wires.
18. Connect fuel lines.
FIGURE 4-8. DRIVELINE INSTALLATION
1. Driveline Protector, 4. Capscrews
Upper Half 5. Driveline Protector,
2. Capscrews Lower Half
3. U-joint Capscrews 6. Driveline
C4-4 Engine C04008 4/90
19. If removed, install throttle cable mounting bracket
(3, Figure 4-9) on engine. Tighten capscrews to
standard torque.
20. Connect ATEC throttle potentiometer cable and
throttle cable to fuel pump lever and secure with
clevis pin, washers, and cotter pins.
21. Adjust throttle cable to dimension shown in Figure
4-9 by loosening locknut (8) and removing clevis
pin (7). Turn clevis in or out to obtain the proper
dimensions. Tighten locknut (8) and install throttle
cable to fuel pump lever.
NOTE: If dimensions shown cannot be obtained, ad-
justment of the mounting bracket (3) may be required.
Adjust mounting bracket by loosening the retaining
capscrews (bracket to engine) and moving bracket to
allow a closer basic adjustment of linkage. After
bracket adjustment, tighten capscrews to standard
torque.
22. Install exhaust tubes and support brackets.
23. Make certain air inlet piping is completely clean
internally. Install tubes and hoses.
Make certain tubes engage rubber elbows and
hump hoses properly. Position clamps so elbows
and hump hoses are completely compressed on
tubes when clamps are tightened.
24. Install radiator. Refer to instructions covering ra-
diator installation, this section.
25. Add oil to proper level. Refer to Section "P", Lubri-
cation and Service.
26. Connect battery cables.
27. Start engine, check for leaks and instrument panel
gauge readings.
Engine Speeds
Low Idle . . . . . . . . . . . . . . . 700 25 RPM
High Idle . . . . . . . . . . . . . . . . 2350 RPM
Governed Speed . . . . . . . . . . . . 2100 RPM
Stall Speed . . . . . . . . . . . . . . . 2070 RPM
Engine Repair
Contact your HAULPAK

Distributor for engine repair


or overhaul.
FIGURE 4-9. THROTTLE CABLE INSTALLATION
1. Fuel Pump Lever 3. Cable Mounting Bracket 5. Throttle Cable 7. Clevis Pin and Cotter Pin
2. Cable Anchor 4. ATEC Potentiometer Cable 6. Cable Anchor 8. Clevis and Locknut
C04008 4/90 Engine C4-5
NOTES
C4-6 Engine C04008 4/90
AIR FILTRATION SYSTEM
AIR CLEANER
Air used by the diesel engine passes through the air
cleaner assembly mounted on the right side deck of
the truck. This dry type air cleaner discharges heavy
particles of dust and dirt by centrifugal action in pre-
cleaner sections and then filters finer particles as air
passes through filter elements.
Service Checks
The truck engine must be shut down before serv-
icing the air cleaner assembly or opening the en-
gine air intake system.
1. Inspect and empty air cleaner dust collector at
regular intervals. Daily inspections are recom-
mended. Do not allow dust level in the collector
to build up to the Donaclone tube section (pre-
cleaner).
2. Before operation or after the engine has been shut
down, observe the air cleaner service vacuum
indicator which is located on the left side of the
truck next to the fan shroud. Filter service is re-
quired when the indicator shows maximum re-
striction.
3. Make certain that the air inlet on the air cleaner is
free of obstruction. Inlet must not be clogged or
damaged.
4. Check engine air intake tube, hoses and clamps.
All connections and joints must be air tight to
prevent entrance of dirty air.
5. Air cleaner housing fasteners and mountings must
be tight.
6. After filter service has been accomplished, reset
air cleaner service vacuum indicator by pushing
the reset button on top of indicator.
Filter Element Replacement
The truck engine MUST NEVER be operated with
elements removed. Engine operation with filter
elements removed can cause serious engine dam-
age. Run the engine ONLY with the air cleaner
assembly completely assembled and closed.
Main filter element restriction is registered by a service
indicator located on LEFT side of fan shroud. As filter
becomes clogged with dirt, a vacuum differential is
created by engine demand for air causing indicator
float to expose red area. Filter service is needed when
red area is exposed.
1. Shut engine down. Clean area around filter ele-
ment cover and remove cover (2, Figure 5-1).
2. Loosen large wing nut (5) on air cleaner to free
main element assembly. Pull main element clear
of assembly.
3. Inspect filter element carefully for possible dam-
age, holes, breaks, etc., which might affect reuse
of element. If element appears serviceable other
than being dirty, proceed with the cleaning proce-
dure. If defects are found, discard element. Wing
nut assembly must be removed from element
assembly and installed on new filter element.
Have a new safety (secondary) filter element at
hand before removing old one. Do not keep intake
system open to atmosphere any longer than abso-
lutely necessary. The indicator in the safety filter
element wing nut will reset by gently blowing air
into threaded hole from the gasket side of wing nut.
C05009 04/98 Air Filtration System C5-1
FIGURE 5-1. AIR CLEANER ASSEMBLY
1. Retaining Clip 4. Safety Filter Element 6. Safety Filter Element 8. Dust Collector
2. End Cover 5. Wing Nut Indicator 9. Air Intake Cover
3. Primary Filter Element 7. Pre-Cleaner Section
C5-2 Air Filtration System C05009 04/98
4. Check indicator in safety (secondary) filter ele-
ment wing nut. If this indicator shows that the
safety element is clogged, the element must be
replaced with a new element. Do not clean safety
element - discard used element and replace. Re-
set indicating wing nut to green by gently blowing
air into threaded hole from gasket side of wing nut.
Install new safety element and secure with indicat-
ing wing nut. Tighten wing nut to 10 ft. lbs. (13
N.m) torque.
5. Install clean or new main filter element into air
cleaner and secure with wingnut. Tighten wing nut
hand tight, do not use a wrench or pliers. If filter
element is being reused, make sure sealing gas-
ket is not damaged, the gasket must seal com-
pletely.
6. Close and latch the dust collector on the bottom
of air cleaner assembly.
Main Filter Element Cleaning
NOTE: Remember that only the main (primary) filter
element may be cleaned, and then only if it is structur-
ally intact. Do not reuse any element which is dam-
aged. DO NOT clean and reuse the safety (secondary)
filter element. Replace this item when clogged or
damaged.
After inspection, determine if the element should be
cleaned by using either washing or compressed air
methods. If element is clogged with dust, compressed
air will clean element. If element is clogged with carbon,
soot, oil and/or dust, the complete washing procedure
will produce the best results.
1. Wash elements with water and detergent as fol-
lows:
a. Soak the element in a solution of detergent and
water for at least 15 minutes. Rotate 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
o
F (60
o
C) and must be
circulated continually. Do not use a light bulb
for drying elements.
d. When the elements is thoroughly clean, inspect
carefully for even the slightest ruptures or punc-
tures and for damaged gaskets. A good
method to detect ruptures in the paper filter
material is to hold a light inside filter element as
shown in Figure 5-2 and inspect outer surface
of element, any holes or ruptures will be easily
spotted. If holes or ruptures are found, do not
reuse the element, discard and install a new
unit.
2. Clean dust loaded elements with dry, filtered,
compressed air:
a. Maximum nozzle pressure must not exceed 30
psi (207 kPa). Nozzle distance from filter ele-
ment surface must be at least one inch (25 mm)
to prevent damage to the filter material.
b. As shown in Figure 5-3, direct stream of air from
nozzle against inside of filter element. This is the
clean air side of the element and air flow should
be opposite of normal air flow.
c. Move air flow up and down vertically with pleats
in filter material while slowly rotating filter ele-
ment.
d. When cleaning is complete, inspect filter ele-
ment as shown in Figure 5-2 and if holes or
ruptures are noted, replace the element with a
new item.
FIGURE 5-2. INSPECTING FILTER ELEMENT
FIGURE 5-3. CLEANING FILTER ELEMENT WITH
COMPRESSED AIR
C05009 04/98 Air Filtration System C5-3
Precleaner Section
The Donaclone tubes in precleaner section of air
cleaner assembly should be cleaned at least once
annually and at each engine overhaul. More frequent
cleaning may be necessary depending upon operating
conditions and local environment if tubes become
clogged with oil, sludge or dirt.
To inspect tubes in precleaner section, remove main
filter element. Do not remove the safety element.
Loosen clamps and remove dust collector cup. Use a
light to inspect the tubes. All tubes should be clear and
the light should be visible.
Clean the Donaclone tubes as follows if clogging is
evident.
Cleaning Precleaner Tubes
Both the main and safety elements must be in-
stalled in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of
dirt being forced into the engine intake area.
1. Dust can best be removed with a stiff fiber brush.
DO NOT use a wire brush. Dust may also be
cleaned effectively using compressed air.
2. Heavy plugging of tubes may require soaking and
washing of complete precleaner section. The fol-
lowing instructions cover these procedures.
NOTE: The precleaner section may be separated from
the air cleaner assembly without dismounting the com-
plete air cleaner from the truck.
3. Loosen clamp and remove dust collector cup (8,
Figure 5-1) from precleaner section (7).
4. Loosen clamp and remove the air intake cover (9)
and precleaner. The safety element must remain
in place to protect the engine intake.
5. Submerge precleaner section in a solution of
Donaldson D-1400 and warm water (mix solution
according to package directions). Tube section
must be down. Soak for 30 minutes, remove from
solution and rinse thoroughly with fresh water and
blow dry.
6. Severe plugging may require the use of an Oakite
202 and water solution. The solution should be
mixed 50% Oakite 202 and 50% fresh water. Soak
precleaner section for 30 minutes, rinse clean with
fresh water and blow dry completely.
FIGURE 5-4. CLEANING DONACLONE TUBES
FIGURE 5-5. WASHING AND SOAKING OF
PRECLEANER SECTION
C5-4 Air Filtration System C05009 04/98
7. Check precleaner gasket carefully for any evi-
dence of air leaks, replace all suspected gaskets.
8. Install precleaner section, with serviceable gasket
on air cleaner assembly and replace all mounting
hardware removed.
9. With a serviceable gasket, install dust collector
cup assembly on precleaner section and secure
with mounting clamps.
Air Intake Troubleshooting
To insure maximum engine protection, be sure that all
connections between air cleaner and engine intake are
tight and positively sealed. If air leaks are suspected,
check the following:
1. All intake lines, tubes and hump hoses for breaks,
cracks, holes, etc., which could allow an intake air
leak.
2. Check all air cleaner gaskets for positive sealing.
3. Check air cleaner elements, main and safety, for
ruptures, holes or cracks.
4. Check air cleaner assembly for structural damage,
cracks, breaks or other defects which could allow
air leakage. Check all mounting hardware for
tightness.
C05009 04/98 Air Filtration System C5-5
NOTES
C5-6 Air Filtration System C05009 04/98
ENGINE COMPONENTS
THROTTLE CONTROL
The engine is equipped with a multiple position throttle
control lever mounted on the Cummins fuel pump. Two
cables are attached to the control lever; one cable is
connected to the throttle pedal located in the cab and
allows the operator to control engine speed from idle
to full throttle. The remaining cable is connected to the
ATEC Throttle Position Sensor and provides a voltage
signal proportional to the throttle position to the ECU.
THROTTLE CONTROL PEDAL
Removal and Installation
Refer to Section N, Operator Cab, for removal, instal-
lation and disassembly of the throttle control pedal.
THROTTLE CONTROL LEVER
If the throttle control lever is removed during fuel pump
repairs or during an engine replacement, it is essential
that it is properly aligned during installation. Correct
alignment will ensure proper throttle pedal and throttle
position sensor cable adjustment. Refer to Figure 6-1.
1. Install brackets for throttle control cable and throt-
tle position sensor (TPS). Tighten capscrews to
standard torque.
2. Install the throttle control lever offset 14 from
vertical as shown in Figure 6-2. This position is
idle. Tighten the clamping capscrew.
3. At full throttle position, the lever travel should stop
14 to the left of the vertical line shown in Figure
6-2.
FIGURE 6-1. CUMMINS THROTTLE CONTROL LEVER
1. Fuel Pump Lever 3. Cable Mounting Bracket 5. Throttle Cable 7. Clevis Pin & Cotter Pin
2. Cable Anchor 4. ATEC Potentiometer Cable 6. Cable Anchor 8. Clevis and Locknut
C06010 6/90 Engine Components C6-1
FIGURE 6-2. THROTTLE AND SENSOR CABLE INSTALLATION
(CUMMINS ENGINE)
1. Throttle Pedal.
2. Pedal Start Position
Adjustment
3. Stop Limit Screw
4. Locknut
5. Cable Anchor
6. Throttle Control Cable
7. Throttle Position Sensor
Cable (ATEC - TPS)
8. Mounting Plate
9. Cable anchor
10. Machine Screws
16. Jam Nut
17. Cable Anchor
18. Throttle Position Sensor
19. Capscrews
20. Electrical Connector
11. Cable Terminal
12. Fuel Pump Lever
13. Spring
14. Clevis Pin
15. Clevis
C6-2 Engine Components C06010 6/90
Throttle Control Adjustment
1. Adjust throttle control pedal stop limit screw (3,
Figure 6-2) for a comfortable full throttle foot po-
sition. Tighten lock nut (4).
2. Adjust pedal start position (2) to obtain 1.30 in. (33
mm) of downward travel to the head of the pedal
stop limit screw (3). Refer to Figure 6-3.
NOTE: Do not adjust the pedal stop limit screw without
also adjusting the pedal start position adjustment.
3. Position cable anchor (5) in holes which permit
cable to be fully retracted to the pedal start posi-
tion when pedal lever cable (6) is connected with
the governor control lever in the Idle position.
Secure cable anchor to mounting holes.
4. Loosen cable anchor (17).
5. With fuel pump lever (12) in the Idle position,
loosen the jam nut (16) on accelerator control
cable clevis (15).
6. Remove the cotter pin and clevis pin (14) from
cable clevis.
7. Adjust the accelerator cable (6) by turning the
clevis (15) on or off the cable. Turn the clevis eye
so that it aligns with the eye in the fuel pump
control lever (12) in the Idle position.
8. Install clevis pin (14) and cotter pin into clevis and
tighten jam nut (16) holding clevis to accelerator
control cable.
9. Tighten cable anchor (17) in position. Check that
the throttle end of the cable is properly shimmed
to prevent the cable from binding during opera-
tion and the anchor secures the cable in the cable
groove.
10. Start engine and check out operation of the throttle
pedal.
11. Run engine up to full throttle and release. Engine
should return to Idle (700 RPM). Cable should
work freely without binding.
12. Refer to ATEC Throttle Position Sensor for sensor
cable installation.
C06010 6/90 Engine Components C6-3
ATEC THROTTLE POSITION SENSOR
Figure 6-3 illustrates the operating range of the Throttle
Position Sensor cable relative to the range of the fuel
pump throttle control lever. The Throttle position Sen-
sor is self-calibrating providing the cable travel is within
the normal operating range.
The cable has a total stroke of approximately 1.88 in.
(48 mm) however, the entire range is not usable. An
error code (to the ECU) will result if the cable is not
adjusted properly or mechanical components are worn
excessively. This area is indicated by the error zone.
The functional range allows adequate cable travel to
include the optimum operating range and allow for a
slight misadjustment and wear of components before
reaching the error zone. The optimum operating
range is the desired range to obtain when installing
the throttle position sensor cable.
Total cable stroke can be verified by measuring 3.56 in.
(90 mm) from the centerline of the cable clamp to the
end of the cable when retracted and 5.44 in. (138 mm)
when extended (See Figure 6-3).
Throttle Position Sensor and Cable
Removal
Refer to Figure 6-2 for the engine installation and parts
references.
1. Remove machine screws (10), shims, and clamp
(9) securing the cable to the mounting plate (8).
2. Remove cotter pin, cable terminal (11), and re-
move cable (7) from throttle control lever (12).
3. Remove electrical connector (20), capscrews (19)
and remove throttle position sensor (18) from
mounting bracket.
4. Remove the cable and sensor assembly using care
to prevent sharp bends in cable.
FIGURE 6-3. THROTTLE POSITION SENSOR (TPS) CABLE
C6-4 Engine Components C06010 6/90
Installation
1. Position throttle position sensor (18, Figure 6-2)
on its mounting bracket and attach with cap-
screws (19), washers and nuts. Tighten cap-
screws to 10 ft. lbs. (13 N.m) torque.
2. Carefully route cable to the mounting plate located
at the fuel pump.
NOTE: Adjust the throttle lever, pedal and throttle cable
prior to installing the throttle position sensor cable.
3. Install the throttle position sensor cable (7) on the
mounting plate (8) and install clamp (9) and ma-
chine screws.
NOTE: Clamp (9) must positively lock cable in cable
groove. Shim clamp as required to maintain free cable
end movement.
4. Verify the cable travel is 1.88 in. (48 mm) measured
from the centerline of the cable clamp to the end
of the cable. Refer to Figure 6-3.
5. Assemble the cable terminal (11, Figure 6-2) on
the cable end. Attach the hitch pin clip to the
cable.
6. Insert the cable terminal through the hole in the
throttle lever arm and insert cotter pin.
7. Verify the following dimensions (Refer to Figure
6-3):
a. With the throttle lever in the idle position,
measure 4.18 in. (106 mm) between the center-
line of the cable clamp and the end of the cable.
b. With the throttle lever in the full throttle posi-
tion, measure 4.94 in. (125 mm) between the
centerline of the cable clamp and the end of the
cable.
NOTE: If the dimensions found in step 4 do not fall
within the normal operating zone dimensions shown
in Figure 6-3, the throttle lever must be repositioned
and the throttle pedal cable adjustment procedure
repeated.
8. Verify the throttle lever can be returned to idle
even though the sensor cable is held in the full
throttle position.
FAN
Removal
1. Remove capscrews holding left and right fan
guard sections together. Remove capscrews
mounting fan guard to radiator shroud. Remove
fan guards.
2. Remove capscrews and lockwasher retaining fan
and fan adapter to fan drive pulley. Remove fan,
fan weighs approximately 63 lbs. (29 Kg.).
NOTE: Check fan for cracks and bent or loose blades.
Replace the fan if the blades are bent or cracked.
Installation
1. Assemble fan adapter to drive pulley and install fan
to adapter. Rear edges of fan blades should be
approximately 0.57 in. (14.5 N.m) from the rear
face of the fan shroud. Tighten capscrews to 90
ft. lbs. (122 N.m) torque.
2. Install either left or right section of fan guard to
radiator shroud. Install two capscrews, do not
tighten, install other half of fanguard, and install
two capscrews holding fan guard to radiator
shroud. Align holes, holding two halves together
and install capscrews. Tighten to 25 ft. lbs. (3.5
N.m) torque. Install remaining capscrews holding
fan guard to radiator shroud. Tighten all cap-
screws to 25 ft. lbs. (3.5 N.m) torque.
FAN BELT ADJUSTMENT
To prevent injuries, always release spring tension
before replacing the fan belt.
HAULPAK

Trucks equi pped wi t h Cummi ns


KTA/KTTA19C Engines have a self adjusting spring
loaded idler assembly. Either a turnbuckle or a shock
absorber is used to limit the travel of the idler pulley.
A grease nipple is standard on the pivot arm. The pivot
arm must be greased at each scheduled maintenance
interval. Also, inspect the shock absorber for fluid
leakage and loss of vibration absorption at each sched-
uled maintenance interval. For further information on
Belt Driven Fan Hub, refer to Cummins K19 Specifica-
tions Manual.
C06010 6/90 Engine Components C6-5
ALTERNATOR BELT ADJUSTMENT
Check
Use a Belt Tension Gauge to determine the belt tension.
Belt tension must be 165 ft. lb. (220 N.m).
FIGURE 6-4. ALTERNATOR BELT ADJUSTMENT
1. Belt Tension Gauge
Adjustment
1. Loosen the alternator and adjusting link mounting
capscrews. (1, 2, 4, Figure 6-5).
2. Loosen the jam nuts on the adjusting screw (3).
FIGURE 6-5. LOOSENING JAM NUTS
1. Alternator Mounting 3. Jam Nuts
Capscrew 4. Capscrew
2. Capscrew
3. Turn the adjusting screw clockwise to tighten the
belt tension (2, Figure 6-6).
FIGURE 6-6. ALTERNATOR BELT ADJUSTMENT
1. Belt Tension Gauge 2. Adjusting Screw
Caution: The lower jam nut has left-hand threads.
4. Tighten the jam nuts on the adjusting screw (3,
Figure 6-7) to 40 ft. lb. (55 N.m) torque.
5. Tighten the adjusting link and alternator mounting
capscrews (1, 2, 4) to 40 ft. lb. (55 N.m) torque.
FIGURE 6-7. TIGHTENING JAM NUTS
1. Alternator Mounting 3. Jam Nuts
Capscrew 4. Capscrew
2. Capscrew
6. Check the belt tension again to make sure it is
correct (1, Figure 6-4).
C6-6 Engine Components C06010 6/90
SECTION D
ELECTRIC SYSTEM 24VDC. NON-PROPULSION
INDEX
24VDC ELECTRICAL SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Maintenance and Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . D2-2
Spillage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Magnetizing The Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-4
Regulator Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-4
Circuit Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
BATTERY CHARGING CIRCUIT COMPONENTS . . . . . . . . . . . . . . . . . . . D2-5
BATTERY EQUALIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Circuit Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
ELECTRICAL CIRCUIT CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
HORN, WINDSHIELD WIPER, AND WINDSHIELD WASHER CIRCUITS . . . . . . . D3-1
WINDSHIELD WASHER CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
Windshield Wiper Circuit Checkout Procedure . . . . . . . . . . . . . . . . . . . . D3-1
BRAKE LOCK AND PARK BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . D3-2
Brake Lock Switch Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-2
Brake Lock Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-2
Park Brake Switch and Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-2
Park Break Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-2
LOW BRAKE PRESSURE SWITCH AND CIRCUIT . . . . . . . . . . . . . . . . . . . D3-2
GAUGES AND CIRCUIT COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . D3-2
Circuit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-2
LOW BRAKE PRESSURE WARNING AND INDICATOR LIGHT CIRCUITS . . . . . . D3-3
Circuit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
HOIST CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Hoist Control Switch Circuit Checkout . . . . . . . . . . . . . . . . . . . . . . . . D3-5
BODY - UP LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
Body-up Limit Switch Circuit Checkout . . . . . . . . . . . . . . . . . . . . . . . . D3-5
STEERING BLEEDDOWN TIMER CIRCUIT . . . . . . . . . . . . . . . . . . . . . . D3-5
Circuit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Steering Bleeddown Circuit Checkout . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Accumulator Precharge Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Engine Shutdown Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
LIGHT CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Circuit Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
HEATER AND AIR CONDITIONER CIRCUIT . . . . . . . . . . . . . . . . . . . . . . D3-7
Circuit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Circuit Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
D01006 5/92 Index D1-1
24 VDC ELECTRICAL START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
CRANKING MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
CRANKING MOTOR TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . D3-9
Preliminary Inspection3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
No - Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
Interpreting Results of Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
Armature Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
Field Coil Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-12
Solenoid Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Pinion Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
MAGNETIC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Coil Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
ELECTRIC START SYSTEM WIRING DIAGRAM . . . . . . . . . . . . . . . . . . . . . . D3-16
STARTER, ENGINE 24 VDC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Circuit Check - out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
ALLISON TRANSMISSION ELECTRONIC CONTROL (ATEC) . . . . . . . . . . . . . . . D4-1
ATEC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-1
Range Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-1
DO NOT SHIFT Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-1
CHECK TRANS Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-1
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-2
TRANSMISSION CONTROL CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . D4-3
Battery Charging Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-3
Control Power And Memory Circuits . . . . . . . . . . . . . . . . . . . . . . . D4-5
Start Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-5
Check Transmission Warning Light Circuit . . . . . . . . . . . . . . . . . . . . D4-5
Backup Horn And Light Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . D4-5
Hoist Interlock Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-5
Auto/Manual Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-5
Overspeed Relay Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-5
Speedometer Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-5
TRANSMISSION CIRCUIT COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . D4-6
CIRCUIT DESCRIPTION AND CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . D4-7
ATEC DIAGNOSTIC CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-10
D1-2 Index D01006 5/92
24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The electric system is made up of many circuits that
start, control, monitor, warn and illuminate the truck
during operation. The HAULPAK truck utilizes a
24VDC electrical system which supplies power for all
electrical components except for a 12VDC circuit that
is part of the transmission control. The 24VDC is
supplied by two 12 volt storage batteries wired in
series.
When the engine is shut down and keyswitch is Off,
24 volts is supplied through the battery disconnect
switch to the circuits for the alternator, the battery
equalizer, the battery equalizer monitor, engine oil
pressure switch, keyswitch, headlight switch, turn sig-
nals, hazard flasher, and the steering bleeddown
timer.
A 12 volt signal is present at the battery equalizer, the
battery equalizer monitor and two relays of transmis-
sion control circuit and to the E.C.U. of the transmis-
sion control circuit to power the memory of the E.C.U.
With engine shut down and keyswitch Off the maxi-
mum current from batteries to memory circuit is 10 ma
which will not appreciably affect batteries. All other
circuits are open at this time.
With engine running and keyswitch On, all circuits
are capable of operating under the necessary condi-
tions for the circuit. Whether a particular circuit is
completed depends on components in circuit and pur-
pose.
Refer to Electrical Schematic, Section R for specific
circuit details.
BATTERY
The batteries are of the lead-acid type, each containing
six 2-volt cells. During operation, the storage batteries
function as an electrochemical device for converting
chemical energy into the electrical energy required for
operating the accessories when the engine is shut
down.
Lead-acid storage batteries contain sulphuric
acid, which if handled improperly may cause seri-
ous burns on skin or other serious injuries to
personnel. Wear protective gloves, aprons and eye
protection when handling and servicing lead--acid
storage batteries.
See the precautions in Section A of this manual
to insure proper handling of batteries and treat-
ment for accidents involving sulphuric acid.
Service
As more machines are equipped with electric starters,
it is more important than ever to maintain the batteries
in good working condition.
The electrolyte level of each cell should be checked at
the interval specified in the Lubrication and Service
Section P, and water added if necessary. The proper
level to maintain is
3
8--
1
2 in. (10-13 mm) above the
plates. To insure maximum battery life, use only dis-
tilled water or water recommended by the battery
manufacturer. After adding water in freezing weather,
operate the engine for at least 30 minutes to thoroughly
mix the electrolyte.
DO NOT SMOKE or allow flame around a dead
battery or during the recharging operation. The
expelled gas from a dead cell is extremely explo-
sive.
Excessive consumption of water indicates leakage or
overcharging. Normal water usage for a unit operating
eight hours per day is about one to two ounces per cell
per month. For heavy duty operation (24 hour) normal
consumption should run about one to two ounces per
cell per week. Any appreciable increase over these
figures should be considered a danger signal.
Storage
Idle batteries should not be allowed to stand unat-
tended. If equipment is to stand unused for more than
two weeks, the batteries should be removed and
placed in a cool, dry place where they may be checked
periodically and charged when necessary.
D02006 4/98 24VDC Electric Supply System D2-1
All batteries will self discharge over a period of time if
not used and charged. A fully charged battery will lose
25% of its power in as little as 30 days in warm
weather. A 50% power loss will occur in 60 days. This
self discharge takes place even though the battery is
not connected in a circuit and is more pronounced in
warm weather than in cold.
The rate of self-discharge of a battery kept at 100F
(38C) is about six times that of a battery kept at 50F
(19C) and self-discharge of a battery kept at 80F
(27C) is about four times that one at 50F (10C).
Over a thirty day period, the average self-discharge
runs about 0.002 specific gravity per day at 80F
(27C).
To offset the results of self-discharge, idle batteries
should receive a booster charge (not a quick charge)
at least once every thirty days. Batteries allowed to
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in
the majority of cases, irreparably damaged. In less
severe cases, the sulfated battery may be restored to
limited service by prolonged charging at a low rate
(approximately
1
2 normal rate)
.
An undercharged battery is extremely susceptible to
freezing when allowed to stand in cold weather.
The electrolyte of a battery in various stages of charge
will start to freeze at temperatures indicated in the
tableabove.
The temperatures in the table indicate the points at
which the first ice crystals appear. Lower temperatures
must be reached for a solid freeze. Solid freezing of
the electrolyte may crack the battery case and damage
the positive plates. As will be noted, a
3
4 charged
battery is in no danger of freezing, therefore, a
3
4
charge or better is desirable, especially during winter
weather.
Never attempt to charge a frozen battery. Serious
injuries can occur.
Maintenance and Troubleshooting
Two most common troubles that occur in the charging
system are undercharging and overcharging of the
trucks batteries.
An undercharged battery is incapable of providing
sufficient power to the trucks electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose battery connections
Defective wire in electrical system
Loose alternator drive belt
A defective alternator
Overcharging, which causes overheating, is first indi-
cated by excessive use of water. If allowed to continue,
cell covers will push up at the positive ends and in
extreme cases the battery container will become dis-
torted and cracked.
A battery can discharge if it is not clean and dry. A fully
charged battery can become discharged to a level low
enough to prevent it from starting an engine in as little
time as one week. The problem may be acid film and
dirt lying on top of the battery. This creates a path for
electricity to travel between the terminals, thus dis-
charging the battery.
Use either an analog or digital voltmeter to determine
if there is a path between the terminals.
a. Set the voltmeter at a range to indicate battery
voltage.
b. Place the positive lead of the voltmeter on the
positive battery post.
c. Place the negative lead so that it touches the
battery case approximately one inch away from
the positive post.
Specific Gravity
Corrected to 80F (27C)
Freezing Temperature
Degrees
1.280 -90F (-70C)
1.250
1.200
1.150
1.100
-60F (-54C)
-16F (-27C)
+5F (-15C)
+19F (-7C)
D2-2 24VDC Electric Supply System D02006 4/98
d. The voltmeter should indicate 0.0 volts. If any
voltage is indicated, there is a path that will dis-
charge the battery. The higher the voltage, the
quicker the discharge rate.
e. Move the negative probe to several locations
(near the positive post) to verify the test results.
If voltage was detected in the previous test, the battery
should be cleaned. The top of the battery may be wiped
off with a damp cloth or washed with a baking soda or
ammonia solution. If the battery is washed, be sure
none of the cleaning solution is allowed into the battery
cells. Be sure terminals are clean and tight. Clean
terminals are very important in a voltage regulated
system. Be sure to clean the entire battery compart-
ment thoroughly as it may contain acid residue. Be
careful not to splash any overspray onto surrounding
components. Rinse the area completely to remove all
traces of battery acid from machine.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, battery
carrier and surrounding area. (A slight amount of cor-
rosion is normal in lead--acid batteries). Inspect the
case, covers and sealing compound for holes, cracks
or other signs of leakage. Check battery hold down
connections to make sure the tension is not great
enough to crack the battery, or loose enough to allow
vibration to open the seams. A leaking battery should
be replaced.
To remove corrosion, clean the battery with a solution
of ordinary baking soda and a stiff, non-wire brush and
flush with clean water.Corrosion creates resistance in
the charging circuit which causes undercharging and
gradual starvation of the battery.
NOTE: When washing batteries, make sure cell caps
are tight to prevent cleaning solution from entering the
cells.
Maintaining clean batteries will provide longer service
life and a higher rate of performance.
Spillage
Addition of acid will be necessary if considerable elec-
trolyte has been lost through spillage. Before adding
acid, make sure battery is fully charged. This is accom-
plished by putting the battery on charge and taking
hourly specific gravity readings on each cell. When all
the cells are gassing freely and three successive
hourly readings show no rise in specific gravity, the
battery is considered charged. Additional acid may
now be added. Continue charging for another hour and
again check specific gravity. Repeat the above proce-
dure until all cells indicate a specific gravity of 1.260-
1.265 corrected to 80F (27C).
NOTE: Use 1.400 strength sulphuric acid when mak-
ing specific gravity adjustments. Acid of higher
strength will attack the plates and separators before it
has a chance to diffuse into the solution.
If the temperature of the electrolyte is not reasonably
close to 80F (27C) when the specific gravity is taken,
temperature should be corrected to 80F (27C):
For every 10F (5C) below 80F (27C), 0.004
should be SUBTRACTED from the specific gravity
reading.
For every 10F (5C) above 80F (27C), 0.004
should be ADDED to the reading.
BATTERY CHARGING ALTERNATOR
A 24 volt alternator is used to supply electric current
for the 24VDC circuits when the engine is running. The
alternator is equipped with an internal regulator system
used to keep the batteries at full charge. Internal
diodes convert the alternators AC output to DC.
The only movable part in the assembly is the rotor,
which is mounted on a ball bearing at the drive end and
a roller bearing at the rectifier end. All current carrying
conductors are stationary. These conductors are the
field winding, the stator windings, the six rectifying
diodes and the regulator circuit components. The regu-
lator and diodes are enclosed in a sealed compart-
ment.
A fan located on the drive end provides air flow for
cooling. Grease reservoirs contain an adequate supply
of lubricant so that no periodic maintenance is re-
quired. For repair or maintenance contact your local
Delco-Remy Distributor.
NOTE: The hex head bolt on the output terminal is
electrically insulated; no voltage reading can be ob-
tained by connecting to the hex head.
Operation
The basic operating principles are explained as follows
(Refer to Figure 2-1):
As the rotor begins to turn, the permanent magnetism
therein induces voltages in the stator windings. The
voltages across the six diodes cause current to flow to
charge the battery.
D02006 4/98 24VDC Electric Supply System D2-3
Current from the stator flows through the three diodes
to resistor R6 and the base-emitter of TR2 and TR1 to
turn these transistors on. Current also flows from the
stator through the diode trio D1, D2 and D3, the field
coil and transistor TR1, returning to the stator through
the other three diodes. All stator current, except
through the diode trio D1, D2 and D3, flows through
the six diodes connected to the stator.
Current flow through R1, R2 and R3 causes a voltage
to appear at zener diode D4. When the voltage be-
comes high enough due to increasing generator
speed, D4 and the base-emitter of TR3 conduct cur-
rent and TR3 turns on. TR2 and TR1 then turn off,
decreasing the field current and the system voltage
decreases. The voltage at D4 decreases, D4 and TR3
turn off, TR2 and TR1 turn back on and the system
voltage increases. This cycle then repeats many times
per second to limit the system voltage as determined
by the setting of the potentiometer R2.
Capacitor C1 protects the generator diodes from high
transient voltages and suppresses radio interference.
Resistor R5 prevents current leakage through TR3 at
high temperatures. Diode D5 prevents high transient
voltages in the field coil when the field current is
decreasing.
Resistor R7, capacitor C3 and resistor R4 all act to
cause transistors TR2 and TR1 to turn on and off more
quickly.
FIGURE 2-1. ALTERNATOR & REGULATOR SCHEMATIC
FIGURE 2-2. VOLTAGE ADJUSTMENT
POTENTIOMETER
1. Regulator Circuit
Board
2. Voltage Adjustment
Potentiometer
D2-4 24VDC Electric Supply System D02006 4/98
Magnetizing The Rotor
The rotor normally retains magnetism to provide volt-
age build-up when the engine is started. After disas-
sembly or servicing, however, it may be necessary to
reestablish the magnetism. To magnetize the rotor
connect the alternator to the battery in a normal man-
ner, then momentarily connect a jumper lead from the
battery positive post to the relay R terminal.
Regulator Adjustment
When there are indications that the 24 volt batteries
are being over-charged or under-charged, an adjust-
ment can be made to the charging rate of the voltage
regulator system.
NOTE: Prior to adjusting the voltage regulator, verify
proper operation of the battery equalizer. Refer to step
14. in Commercial Electronic Control (ECU) in this
Section.
1. Remove the cover spacer and plate from the end
of the unit to get access to the voltage regulator.
2. Partially remove the silicone rubber from the
regulator potentiometer so that the adjustment
screw can be seen (Figure 2-2).
3. Connect a voltmeter across the terminals of the
batteries and measure the voltage.
NOTE: The batteries must be 75% charged for this
measurement. (1.240 specific gravity).
4. Adjust regulator potentiometer (2, Figure 2-2) until
system voltage measures 27.4 volts. The voltage
output of the regulator increases by turning the
adjusting screw clockwise, or decreases when
turned counterclockwise. If the systems voltage
cannot be adjusted properly or is very erratic, the
regulator system requires repair.
5. After the system has been adjusted, put a layer of
silicone rubber sealant on the adjustment screw
to protect the voltage setting.
6. Install cover on end of unit.
Circuit Checkout
1. Check alternator drive belt tension, refer to Alter-
nator Belt Adjustment procedure in Section C,
Engine Components.
2. With engine at idle, turn on all electrical equip-
ment.
3. Connect voltmeter from output terminal of alter-
nator to ground.
4. Slowly increase engine RPM, voltmeter reading
should increase to 26-28 volts.
5. If voltage does not increase, refer to Regulator
Adjustment. Refer to Section R, Electrical Sche-
matic.
BATTERY CHARGING CIRCUIT
COMPONENTS
Batteries - Two 12 volt batteries located on the right
hand deck and connected in series provide 24VDC for
the Truck electrical system and 12VDC for CEC.
Alternator - Is located on the upper right front corner
of the engine, 26-28 volt output capable up to 75
amperes.
Battery Equalizer - The equalizer is located in the cab
under the transmission shift selector tower, near the
right side of the cab.
Battery Equalizer Monitor - Monitors the battery
equalizer and is located behind the operators seat
under the auxiliary seat. The monitor will activate the
EQUAL FAULT and/or ALT FAULT lights in the instru-
ment panel if a problem is determined. The EQUAL
FAULT light will illuminate if more than 0.85 volts
variance is detected between the two 12 volt batteries.
The ALT FAULT light will illuminate if the alternator is
charging more than 30 volts or less than 24 volts.
Voltmeter - Is located on the left side of the instrument
panel and indicates the output voltage of the battery
charging alternator. Normal indicated voltage at high
idle is 27 -- 28 volts. When the key switch is On and
engine is not running, the voltmeter indicates battery
voltage.
Battery Disconnect Switch - A battery disconnect
switch (large switch) is located on the left side of the
Cummins engine to disconnect all battery power ex-
cept to the CEC components. A separate toggle switch
is included between the batteries and the battery
equalizer to disconnect the equalizer and CEC trans-
mission control circuits.
D02006 4/98 24VDC Electric Supply System D2-5
Before welding on truck, be certain that each of
these components are completely disconnected:
Battery Equalizer
CEC ECU
Batteries
Battery Charging Alternator
To prevent possible damage to the battery equalizer,
turn off CEC disconnect switch PRIOR TO disconnect-
ing the batteries. Proceed as follows:
1. ALWAYS remove equalizer GND (-) terminal
FIRST.
2. Remove +12V (output) terminal at equalizer.
3. Remove +24V (input) terminal at equalizer.
When connecting battery equalizer, use Install
in place of Remove and REVERSE the order of
the above procedure. Be certain GND (-)
terminal of equalizer is connected LAST. Fail-
ure to do so will damage the equalizer.
4. Disconnect truck batteries:
a. Remove the battery 12V positive (+) terminal
(series connection between batteries). DO
NOT LET TERMINAL TOUCH CHASSIS
GROUND!
b. Remove the battery 24V positive (+) terminal.
c. Remove the battery 24V negative (-) terminal.
When connecting batteries, use Install in place
of Remove and REVERSE the order of the
above procedure.
Battery Equalizer - Theory Of Operation
The battery equalizer is an energy transfer device. It
allows power to be taken from a 24 volt battery system
at 12 and 24 volts simultaneously.
The equalizer is designed to be connected to the
batteries continuously, much like an alternator. The
amount of continuous duty 12 volt current is limited to
the size of the equalizer. The equalizer causes the 12
volt current draw to be taken from both the batteries of
the 24 volt system. For example, if a 10 amp, 12 volt
load is presented to the system, 5 amps would be
supplied by each of the batteries. Any imbalance be-
tween the batteries is automatically equalized.
Purpose:
Transmissions equipped with the Commerical Elec-
tronic Controls (CEC) require a 12 VDC power supply.
On the HAULPAK truck the 12 volt power is through
the use of only one of the two 12 volt batteries. Since
the two 12 volt batteries are connected in series, the
transmission controls would use more voltage out of
one battery. The remaining battery would not be re-
charged and would eventually lose power to the point
that the truck would not shift properly or could not be
restarted if shut down.
To prevent unequal charge and discharge of the bat-
teries, a battery equalizer is provided in the charge
circuit to balance the charge and discharge of both
batteries.
The equalizer is equipped with a circuit breaker for
internal protection. If the breaker is activated, it must
be reset to prevent discharging of one battery. The
fault causing the breaker to activate must be corrected.
Refer to Electrical Schematic in Section R.
Troubleshooting
1. Carefully remove the ground (Gnd) cable from the
equalizer. Do not allow this cable to touch any
other connection on the equalizer because the
other terminals are connected to the batteries.
2. Make sure there is approximately 12 volts be-
tween the +24 and +12 terminals of the equalizer
by momentarily connecting the two terminals of a
12 volt light (headlight, marker light, etc.) to the
+24 and +12 terminals of the equalizer. The light
should light and stay lit.
D2-6 24VDC Electric Supply System D02006 4/98
3. Next, connect that same 12 volt load between the
+12 and gnd terminals of the equalizer. The lamp
should light and stay lit. If the lamp does not light,
or light then goes out, the equalizer requires
repair.
4. Further verification may be made by measuring
the voltages on the equalizer terminals. Be cer-
tain that the lamp used earlier is connected be-
tween the +12 and gnd terminals.
5. Measure the voltage between +24 and +12 termi-
nals. Note this reading.
6. Measure the voltage from the +12 terminal to gnd.
Note this reading.
7. Compare the two readings by subtracting the [+12
to gnd] reading from the [+24 to +12] reading. A
properly functioning equalizer is one where the
difference is between -0.5 and +0.13 volts. If the
difference between the two voltage readings is
more than 0.75 volts, replace the equalizer.
Refer to Electrical Schematic, Section R.
Battery Equalizer Monitor
The Battery Equalizer Monitor senses several critical
functions of a dual voltage (24/12 VDC) vehicle elec-
trical system. It is typically used in conjunction with a
Battery Equalizer.
The Battery Equalizer Monitor is wired to the systems
ground, 12 volt DC, 24 volt DC, and +24V ignition. By
monitoring the two DC voltages, it can detect fault
conditions including battery voltage high (over 30.0
volts), battery voltage low (under 24.0 volts), and bat-
tery balance. A battery balance fault condition occurs
when the 12 VDC input is outside the range of (24VDC
input 2) 0.75 volts. Monitoring takes place only
when the ignition is switched on. When a fault condition
is detected, the Monitor provides fault output signals
that are switched to ground. These outputs can oper-
ate external warning lamps, alarm buzzers, or control
relays, and are rated for 375 milliamps (0.375 amps)
DC.
The outputs are short-circuit protected and are de-
signed so they may be paralleled, if less than three
external lights are desired. It it also possible to install
momentary light test switches (or just one light test
switch, if three isolating diodes are installed) which
enable the operator to check the lamps to determine if
they are functioning.
Battery Equalizer Monitor Features:
* Designed for two 12 volt batteries operating at 24
Volt DC.
* Detects battery high voltage, low voltage, and out
of balance conditions.
* Continually monitors vehicles electrical system.
* Operates status/warning lamps, control relays, or
alarms.
Inputs
Ground (-)
+12 VDC
+24 VDC Battery
+24 VDC Ignition Switch
Outputs
Battery High Voltage
Battery Low Voltage
Battery Balance.
NOTE - Outputs are open collector, switched to
ground, 375 milliamp maximum.
Fault Conditions
Battery High Voltage (+24VDC Input Over 30VDC)
Battery Low Voltage (+24VDC Input Under 30VDC)
Battery Balance :
+12VDC Input Over (+24VDC Input2) +0.75 volts,
or,
+12VDC Input Under (+24VDC Input2) - 0.75 volts
D02006 4/98 24VDC Electric Supply System D2-7
NOTES
D2-8 24VDC Electric Supply System D02006 4/98
ELECTRICAL SYSTEM COMPONENTS
ELECTRICAL CIRCUIT CHECKOUT
The components described in this section have a "cir-
cuit checkout" procedure listed after each individual
component circuit. The checkout is a guideline for
troubleshooting the electrical system components.
A very important factor, and often overlooked in elec-
trical troubleshooting, is wire connections. Before
changing out electrical components which are non-
functional, check the wire connections.
The following basic steps may eliminate many electri-
cal problems.
1. Check all cable connections at both batteries.
They should be clean with no corrosion. If neces-
sary, remove cables and clean connectors with a
baking soda - water solution, and a stiff non-wire
brush. Flush with clean water. Install and tighten
securely.
2. Check that connectors are properly crimped onto
wires or cables. Improperly crimped connectors
can cause possible overheating of a circuit due to
high resistance in the connection.
3. Use proper wire gauge and connectors when
making wire splices or repairs.
4. Be certain that wire harness is supported properly
and no chafing of wires can occur.
5. Use the correct amperage fuses when replacing
fuses. If a circuit calls for a 10 amp fuse, do not
replace with a higher amperage fuse.
6. Do not overload a circuit. If a component is added
to a circuit, be certain that circuit can handle the
extra load.
If a problem still exists with a particular component and
its circuit after following all the steps above, refer to the
circuit checkout for that particular component and its
circuit.
The electrical schematic in Section "R" should be used
to assist in voltage checks, and the origin of wire
numbers used in the electric wire harness. After follow-
ing a proper circuit checkout, it will be easier to deter-
mine whether component replacement is necessary.
HORN, WINDSHIELD WIPER AND
WINDSHIELD WASHER CIRCUITS
The horn switch when held closed provides ground for
horn relay coil, closing the normally open (N/O) switch
in horn relay will provide 24 volts to the horn. A varistor
is used across the relay coil to prevent electrical system
interference when the horn relay coil de-energizes.
Horn Switch - Is located in the center of the steering
wheel. Is normally open (N/O) provides a ground for
the electric horn.
Electric Horn - Is mounted next to lower left corner of
the radiator and is grounded through the mounting
base.
WINDSHIELD WASHER CIRCUIT
The windshield washer switch, when closed provides
a ground for the windshield washer pump motor allow-
ing wash solution to be sprayed on the windshield.
Windshield Washer Switch - Is located on the instru-
ment panel. It is normally open (N/O), and when closed
it provides ground for windshield washer motor.
Windshield Washer Motor - Is located behind the
operator seat mounted on windshield washer reservoir
and is attached to the auxiliary seat.
Windshield Wiper Circuit
The windshield wiper switch is supplied 24 volts from
keyswitch through a 15 amp fuse; ground is provided
through wiper motor mounting surface. Refer to "Elec-
trical Schematic" for windshield wiper circuit.
Circuit Components
15 amp Fuse - The windshield wiper circuit has a 15
amp dual element time delay (slow blow) type fuse. It
is located in the instrument panel.
Wiper Switch - Is located on the left side of the instru-
ment panel. Switch is "Off-Lo-Hi". "Off" position enables
the wipers to return to "Park" position.
Windshield Wiper Circuit Checkout Procedure
1. Check 15 amp fuse located in instrument panel. If
fuse is good, proceed to Step 2.
2. Remove cover on inside of cab above windshield.
Check for continuity at wiper motor. Refer to Elec-
trical Schematic, Section "R" for low voltage check
point.
D03006 5/92 Electrical System Components D3-1
3. Using a voltmeter make voltage checks at wind-
shield wiper motor connectors.
a. Place windshield wiper switch in "OFF" position.
24 volts should be present at wires 31B and 53.
b. Place switch in "Low" position. 24 volts should
be present at wire 53.
c. Place switch in "High" position 24 volts should
be present at wire 53B.
BRAKE LOCK AND PARK BRAKE
CIRCUITS
Brake lock and park brake circuits have switches and
indicator lights located in instrument panel. These are
illuminated when actuated by "On-Off" rocker switches.
Brake Lock Switch Circuit
The brake lock solenoid valve and coil are mounted on
the brake manifold which is attached to the service
brake treadle valve. When the brake lock switch is
applied, a ground is provided for the brake lock indica-
tor light. The brake lock solenoid valve coil will ener-
gize, shifting the valve and allowing brake accumulator
pressure to apply the rear brakes only. The brake lock
should be used at truck dump and loading areas, not
for extended parking.
Brake Lock Checkout
1. Check for 24 volts at the Brake Lock Switch and
steering bleeddown relay. If the circuit is not com-
plete when the Brake Lock Switch is "On", refer to
Electrical Schematic, Section "R", for location har-
ness connector pin and voltage checks.
2. If the above checkout is complete, check the brake
lock solenoid in the brake manifold. If 24 volt is
present at the solenoid and valve will not shift
replace solenoid.
Park Brake Switch and Circuit
When the park brake switch (normally open, brakes
released) is closed it will energize the coil side of the
relay, which provides a ground for the illuminated park
brake switch. The switch side of the relay normally
closed (N/C) will open, losing the ground to the coil on
the park brake solenoid. The solenoid located in the
auxiliary manifold, mounted on the inside of the frame
near the right hoist cylinder will shift, blocking off oil
supply to the parking brake actuator. The actuator
which is spring applied, hydraulic released will over-
come hydraulic pressure and apply park brake.
Park Brake Checkout
1. If park brake wont apply check for 24 volts at Park
Brake Switch. If the circuit is not complete with the
park brake switch "On" refer to electrical sche-
matic. Section "R", for location of harness connec-
tor pin and voltage checks.
2. If the circuit is complete, check the park brake
solenoid located in the auxiliary manifold. If 24
volts is present at solenoid and valve wont shift
replace solenoid.
LOW BRAKE PRESSURE SWITCH AND
CIRCUIT
If the brake accumulator supply pressure decreases to
approximately 2000 psi (14 Mpa), the low brake pres-
sure warning switch (located in the Low-Pressure
Brake Detection module) closes. This supplies power
to the coil side of the low brake pressure relay (located
behind the instrument panel). When energized, the
switch side of relay will close providing a ground for the
low brake pressure indicator light. The light is supplied
24 volts from the keyswitch, through a 5 amp circuit
breaker on the instrument panel and will illuminate
when grounded.
An audible alarm is also part of this circuit and will
sound when low brake pressure relay switch closes at
approximately 2000 psi (14 Mpa). the alarm is located
in the upper right hand corner of the instrument panel.
For lamp test purposes the warning light circuit uses a
common ground. Diodes are used to prevent any false
indications that can occur from 24V reversing its path
and illuminating other indicator lights, when only one
or more warning light circuits are energized.
GAUGES AND CIRCUIT COMPONENTS
The gauges receive 24 volts from the keyswitch while
the sending units provide a variable ground to indicate
individual readings. Sending units or sensors are used
to send a signal to the gauges which are used for
engine oil pressure, engine water temperature, trans-
mission oil temperature. Refer to Electrical Schematic,
Section "R".
Circuit Components
Transmission Temperature Gauge - is located on the
left side of the instrument panel and indicates transmis-
sion oil temperature.
D3-2 Electrical System Components D03006 5/92
Transmission Temperature Sensor - Is located in the
converter out port on the left side of the transmission.
It provides a variable ground for transmission tempera-
ture gauge.
Transmission Pressure Gauge - Is located on the left
side of the instrument panel. It indicates transmission
oil pressure.
Transmission Pressure Sensor - Is located in the
main regulator valve on front top side of converter
housing It provides a variable ground for transmission
pressure gauge.
Engine Temperature Gauge - Is located on the left
side of the instrument panel. It indicates engine coolant
temperature.
Engine Temperature Sensor - Is located in the engine
thermostat housing and provides a variable ground for
the engine temperature gauge.
Engine Oil Pressure Gauge - Is located on the left side
of the instrument panel. It indicates engine oil pressure.
Engine Oil Pressure Sensor - Is located in the engine
oil filter head on the left side of the engine block and
provides a ground for engine oil pressure gauge.
Engine Oil Pressure Switch - Is located in the engine
oil filter head. It provides 24 volts for check trans relay
and oil pressure indicator relay when closed. It is a
normally open (N/O) switch and closes at 3-6 psi
(20.6-41 kPa).
Brake Temperature Gauge- Is a 24 volt gauge located
on the left side of the instrument panel. The gauge
indicates the temperature of the hydraulic brake oil.
Hydraulic Brake Oil Temperature Sensor - Is located
on the back of the hydraulic tank in lower front corner.
It provides a variable ground for the brake temperature
gauge.
Speedometer - Is located in the instrument panel next
to tachometer. A signal originating at the transmission
output shaft sensor is sent to the ECU. The ECU
supplies an output through ATEC wire 205 to the
speedometer which will indicate MPH or KPH. A noise
filter is used in the speedometer circuit to prevent
interference.
Tachometer - Is located in the center of the instrument
panel. It measures the engines R.P.M. The Hourmeter
is an integral part of the tachometer and activates when
keyswitch is turned to "Run" position.
Tachometer Sender Generator - Is located on the fuel
pump accessory drive. It provides anAC voltage signal
at a frenquency (Hz) proportional to engine speed. The
signal produced is sent to the tachometer and is con-
verted to an RPM reading.
Circuit Checkout
Refer to Electrical Schematic, Section "R", for "Termi-
nal" location of gauges and voltage checks. Check for
24 volts at terminal "B" and "I", insure ground at "G" and
"S" terminal.
LOW BRAKE PRESSURE WARNING
AND INDICATOR LIGHT CIRCUITS
Three warning and indicator light clusters are located
on the instrument panel to monitor conditions of the
engine, transmission and hydraulic system. A total of
12 indicator and warning lights are used.
Cluster 1 contains Low Brake Pressure Warning, Low
Steering Pressure, Park Brake and Brake Lock Indica-
tor Lights.
Cluster 2 contains Engine Oil Pressure, Coolant Level,
Transmission Main Pressure Filter and Engine Tem-
perature Indicator Lights.
Cluster 3 contains Accumulator Precharge, Transmis-
sion Oil Cooler Filter, Hydraulic Filter, and the Brake
Temperature Indicator Lights.
The bulbs of all four clusters are suppled 24 volts from
keyswitch through a 5 amp circuit breaker. Each indi-
cator bulb has two grounds. Closing the test switch
provides a ground path to indicate all bulbs are oper-
ating.
The other ground is through a switch or relay for the
system or component being monitored. The Low Brake
Pressure Light and Low Steering Pressure Lights oper-
ate along with an audible alarm. Refer to Electrical
Schematic, Section "R".
Circuit Components
Indicator Light Clusters - Are located in the instru-
ment panel. The 24 volt bulbs can be replaced from the
back side of the instrument panel. Instrument panel tilts
forward for easy access.
Warning Alarm - Is located on the right side of the
instrument panel. Alerts the operator of low steering
and low brake pressure.
Lamp Test Switch - Is located below the indicator light
clusters. When applied it provides a ground for indica-
tor lamp testing. Receives 24 volts from key switch.
D03006 5/92 Electrical System Components D3-3
Low Brake Pressure Relay - Is located on the back of
the instrument panel. The normally open (N/O) switch
side of the relay when closed provides a ground for the
low brake pressure indicator light.
Park Brake Indicator Pressure Switch
The park brake indicator light will be illuminated when
supplied 24 volts from the keyswitch through a 5 amp
circuit breaker, and is grounded through the normally
closed (N/C) park brake pressure switch. The pressure
switch closes at approximately 500 psi (3.5 MPa) of
decreasing pressure. With the switch closed, it ener-
gizes the park brake relay coil and opens the switch
side of the ATEC system wire 222 prohibiting any shifts
of the transmission.
When the park brake is released, hydraulic pressure
rises approximately above 500 psi. The pressure switch
will open, losing its ground to the park brake indicator
light de-energizing coil side of relay and opening the
switch side of the ATEC wire 222 park brake relay,
allowing shifts of the transmission to be made.
Low Steering Pressure Switch - Is located on the
auxiliary manifold valve assembly. A normally closed
(N/C) switch, it is set to close at approximately 1800 psi
(12.6 MPa) decreasing pressure. When closed it pro-
vides a ground for low steering pressure indicator light
and an audible alarm.
Coolant Level Module - Is supplied 24 volts through
the keyswitch and a 5 amp circuit breaker to the 24 volt
side of the coolant level module. The module has a built
in time delay to eliminate false light indications while
operating on irregular terrain. The module ground is
provided by mounting on a plate, accessed by remov-
ing a cover on the front of the cab.
Coolant Level Probe - Is supplied 24 volts, 80 milliam-
pere of current, from the "probe terminal" of the coolant
level module. The probe is located in the top radiator
tank and is submersed in coolant which also serves as
a ground for the module.
Coolant Level Relay - Is supplied 24 volts from the
"out" terminal of the coolant level module. When the
coolant level goes below the probe in the radiator,
ground will be lost and 24 volts will be provided to the
coil side of the relay. The normally open (N/O) switch
side of the relay will close and provide a ground for the
coolant level indicator light located in the instrument
panel, allowing the light to illuminate indicating low
coolant level.
Engine Oil Pressure Indicator Relay - Is located on
the back of the instrument. It is a normally closed (N/C)
switch. When the key switch is turned on the relay
provides a ground for the engine oil pressure indicator
light. When the engine is started the engine oil pressure
switch closes at approximately 3-6 psi (21-41 KPa)
energizing the coil in the relay, allowing the relay switch
to open losing the ground to the indicator light and
turning it off.
Transmission Filter Warning Switch - Is located in
the head of the transmission main pressure filter as-
sembly. Located on the right front corner of the trans-
mission, the switch closes at 16 psi. The switch
provides a ground for indicator lamp, indicating a filter
restriction.
Engine Temperature Switch - Is located in the engine
thermostat housing. A normally open (N/O) switch
when closed provides a ground for engine temperature
indicator light. Switch closes at approximately 200F
(93C) increasing.
Accumulator Precharge Relay - Is located on the
back side of the instrument panel. Coil and switch side
of relay are 24V. Coil side may be grounded by any of
the three accumulator nitrogen precharge switches. If
any of the three accumulators nitrogen precharge is
below 850 psi (6 MPa) when keyswitch is turned "On",
indicator light will come "On", when coil is energized.
Switched side closes to ground, keeping light on after
truck is started and accumulators are charged. It will
be necessary to determine which accumulator switch
is closed if indicator light remains on.
Accumulator Nitrogen Precharge Pressure
Switches - One switch is located in the top of each
accumulator, mounted behind right hand front deck
support. A normally closed (N/C) switch, it has con-
tacts set to close at 850 psi (6 MPa) decreasing pres-
sure. When closed, it provides ground for precharge
relay coil and warning light.
Cooler Filter Warning Switch (Transmission Con-
verter Oil) - Is located in the head of the filter assembly
on the left front corner of the transmission. A switch
closes at 16 psi (112 MPa). The switch provides a
ground for the cooler filter indicator lamp indicating a
restriction in the filter.
Hydraulic Filter Warning Switch - Is located in the
head of the filter assembly mounted on rear surface of
hydraulic tank. Switch is set to close at approximately
35 psi (25 MPa), indicating a filter restriction.
Brake Temperature Warning Switch - Is located in
lower corner of hydraulic tank. It is set to close at
approximately 250F (121C) providing a ground for the
brake oil temperature warning light.
D3-4 Electrical System Components D03006 5/92
HOIST CONTROL CIRCUIT
The hoist control switch is a two pole-manual position
switch located on the left side of the operator seat; it is
supplied 24 volts from the keyswitch. Lifting the switch
control lever up will supply 24 volts to the normally
closed (N/C) body-up limit switch and to the hoist relay.
The hoist relay energizes the coil in the hoist up sole-
noid, causing the hoist valve to shift and allow hydraulic
oil to flow to the hoist cylinders and raise the body.
When the operator releases the control switch, or if the
body-up limit switch is de-energized by the body indi-
cator arm, the hoist up solenoid will be de-energized.
Hydraulic pressure is shut off and the hoist valve will
shift into hold position. When the control switch is
pushed down, this energizes the hoist down solenoid
using hydraulic oil to shift the hoist valve the opposite
way allowing hydraulic oil to drain back to tank and
lowering the body. The hoist up and hoist down sole-
noids are located in the auxiliary manifold mounted to
the right hoist cylinder mount structure. When not
operating hoist up or down, lever must be in float
position. Refer to Electric Schematic, Section "R".
Hoist Control Switch Circuit Checkout
1. With keyswitch "On", and using a voltmeter, move
hoist lever to power down, check for 24 volts and
magnetism at coil retaining nut of double solenoid
valve cartridge on auxiliary manifold.
2. Move hoist lever to "Raise" position, again check
for 24 volts and magnetism on retainer nut. Mag-
netism will be greater with lever in "Raise" position,
as this is outer coil.
3. If no magnetism in either position, verify solenoid
has an adequate ground check further in circuit.
Refer to Electric Schematic, Section "R".
BODY-UP LIMIT SWITCH
The body-up limit switch is mounted to the inside frame
rail near the upper rear suspension mount. It is a single
pole, double throw, normally closed (N/C) magnetic
actuated proximity switch. The switch is supplied 24
volts when the hoist control switch is placed in the
"power-up" position only. When the body hoist cylin-
ders near full extension, a plate (indicator arm)
mounted to the body pivot ear will pass by the sensing
area of the body-up switch. The switch will open, losing
the ground to the hoist solenoid and allow the hoist
shuttle valve to shift, blocking off oil supply to the hoist
cylinders. This will prevent the body from travelling
"over-center" and damaging the hoist cylinders. The
switch and indicator arm must be properly adjusted for
the switch to work. Refer to Section B, Structures, for
"Body-Up" switch adjustment.
Body-Up Limit Switch Circuit Checkout
1. Remove four screws from access plate at end of
switch. Turn keyswitch "ON" and using a voltmeter
perform the following checks.
2. Place hoist control switch in "power-up" position.
First check terminal marked "C" for 24 volts. If not
present check for open circuit back to hoist con-
trol switch.
3. Check for 24 volts at terminal "NC". If 24 volts is
not present at "NC" body-up switch is defective,
and must be replaced.
4. If Steps 2 and 3 check out, simulate "body-up" by
actuating switch. Check terminal "NC" for 24 volts.
No reading should occur indicating switch is op-
erating properly.
5. Install access plate and screws onto switch.
Tighten to standard torque.
STEERING BLEEDDOWN TIMER
CIRCUIT
A manual reset 15 amp circuit breaker located on the
instrument panel supplies 24 volts to the 24 volt positive
terminal of steering bleeddown timer. Ground is pro-
vided when the timer is installed on its mounting sur-
face.
The keyswitch and an engine oil pressure switch each
supply the steering bleeddown relay and control termi-
nal of the steering bleeddown timer 24 volts through
two diodes. The load terminal is connected to steering
bleeddown solenoid valve coil. The remaining terminal
is grounded. If engine is not running and key switch is
turned "On", the timer is signaled and prepared for
timing function. Turning "Off" keyswitch begins timer
operation. A L.E.D. light on timer indicates timer is
operating, the operating cycle is approximately 90
seconds.
During timer operation the bleeddown valve coil lo-
cated in the brake manifold is supplied 24 volts. The
energized coil will shift the steering bleeddown valve
allowing hydraulic steering oil to be drained back to
tank.
When engine is running, turning off keyswitch does not
turn on timer as control terminal of timer is suppled 24
volts from oil pressure switch. The engine must be shut
down to turn on timer. Refer to Electric Schematic,
Section "R".
D03006 5/92 Electrical System Components D3-5
Circuit Components
15 Amp Circuit Breaker - Is located on the instrument
panel, manual reset.
Steering Bleeddown Timer - Is mounted on a panel
that can be accessed by removing a plate located on
the front of truck cab. Ground is provided through
mounting base of the timer
Steering Bleeddown Coil - Is located on the brake
manifold valve and is used to shift the steering bleed-
down solenoid valve.
Steering Bleeddown Circuit Checkout
1. Shut down engine, wait 90 seconds, rotating steer-
ing wheel should not turn front wheels. this will
indicate system is operating properly.
2. If front wheels turn when steering wheel is rotated,
steering accumulator has not bleddown.
3. Turn "On" keyswitch, turn "Off" keyswitch, check
for magnetism at steering bleeddown solenoid
valve coil retainer nut. Coil should be energized
for 90 seconds after keyswitch is turned "Off".
4. If coil is not energized, refer to Electric Schematic,
Section "R". Using a voltmeter, check for 24 volts
at control terminal of timer.
5. If coil is energized, check valve portion of steering
bleeddown valve assembly.
Accumulator Precharge Circuit
The instrument panel accumulator precharge warning
light comes "ON" only at start-up when the Key Switch
is turned "ON" if the nitrogen precharge in the accumu-
lator is "LOW". Once the light is "ON", a latching relay
keeps the light illuminated.
When the operator starts the engine hydraulic pressure
builds up. As hydraulic pressure builds up in the accu-
mulator, so does the nitrogen pressure which causes
the nitrogen pressure switch to open. However, the
light remains "ON" because of the latching relay. This
is a WARNING to the operator that the accumulator
nitrogen precharge was "LOW" in the accumulator at
start-up. The accumulator should be serviced as soon
as possible with the proper nitrogen precharge. Refer
to Accumulator Charging Procedure, Section "L" .

Engine Shutdown Circuit
Engine Shutdown Switch - Is mounted on the instru-
ment panel. It is a spring-loaded, normally closed (N/C)
switch. When this switch is opened, the coil for the fuel
shut-off valve solenoid is de-energized which shifts the
valve and stops fuel flow to the fuel pump.
The Engine Shutdown Solenoid - is located on top of
the fuel pump on the left side of the Cummins engine.
Refer to Electric Schematic, Section "R" for Circuit
Checkout.
LIGHT CIRCUIT
The light switch, supplied through an automatic reset
circuit breaker, provides 24 volts to dome lights, instru-
ment panel lights, headlights and tail lights. 24 volts is
also provided to transmission range selector for illumi-
nation only.
The taillights and brake lights are supplied 24 volts
through two resistor diodes, which allow the bulbs to
illuminate at less than 24 volts.
When the service or retarder brakes are applied, a 100
psi (0.7 MPa) normally open stop light pressure switch
closes, supplying 24 volts to the coil side of stop relay
switch. With the coil energized the switch side of the
relay closes, and allows 24 volts to bypass the resistors
in the taillight circuit permitting the brake lights to
function as a stop light.
The headlight dimmer switch located on the steering
column will be open for low beam headlights, only two
of four bulbs are illuminated by 24 volts. Closing the
headlight dimmer switch supplies 24 volts to remaining
two headlights. When all four lights are on, the high
beam indicator will also be illuminated. Refer to Elec-
trical Schematic, Section "R".
Circuit Components
30 amp Circuit Breaker - Is mounted behind the
instrument panel beside the 30 amp manual reset
breaker. Automatic reset.
Light Switch - Is three position rocker switch mounted
on the instrument panel.
Instrument Panel Light Dimmer Rheostat - Is
mounted on the instrument panel. It is a variable resis-
tance switch, allowing the brightness of the instrument
panel lights to be adjusted.
D3-6 Electrical System Components D03006 5/92
Head Light Dimmer Switch - Is located in the turn
signal lever. If headlights are on low beam pulling the
lever toward the steering wheel, will close headlight
switch changing low beam to high beam. Pulling the
lever again opens headlights switch changing high
beam back to low beam.
Stop Light Switch - Is located in the manifold block on
the anchor structure of final drive. Normally open (N/O)
switch, closes at 100 psi. (.7 MPa). The key switch
supplies 24 volts to the stoplight switch. When brakes
are applied the circuit is completed through a stop light
relay, bypassing two resistor diodes and going through
two diodes to the vehicles rear left and right tail/stop
lights.
Instrument Lights - Are 24 volt bulbs inserted in back
of the gauge housings. Access to bulbs is through
cover plate on front of cab below windshield, or by
tilting instrument panel forward.
Head and Tail Lights - 24 volt bulbs, located on front
and rear of truck. Head lights and tail lights are supplied
24 volts through a head light switch. Tail lights use
resistor diodes and are grounded through the mount-
ing base to complete the circuit.
Circuit Checkout
1. Voltage checks may be made at all four head light,
and tail/stop lights. Connections also at back of
instrument panel of individual components.
2. Refer to Electric Schematic, Section "R", for iden-
tification of wire harness pin connections for mak-
ing voltage checks at harness connections on cab
floor.
HEATER AND AIR CONDITIONER
CIRCUIT
The heater-air conditioner circuit is supplied with 24
volts through a 30 amp circuit breaker. With the heat-air
conditioner switch in "Heat" position, the fan speed
switch is supplied 24 volts, the air conditioner switch is
"Open". The fan switch has three positions. Resistors
between switch and motor determine motor speeds.
The fan motor is grounded through a diode to complete
the circuit.
With heat-air conditioner switch in "Air Conditioner"
position, the fan circuit is energized as well as cab
thermostat, receiver dryer switch, and air conditioner
clutch. Refer to Electrical Schematic, Section "R".
Circuit Components
Circuit Breaker 30 amps - Is a manual reset mounted
on the instrument panel.
Heat-Air Conditioner Switch - Is located on heater-air
conditioner. The switch is a three-position toggle
switch which allows the operator to choose either heat,
off, or air conditioning.
Fan Switch - Is located on the heater-air conditioner.
The switch provides three different fan speeds.
Fan Motor - Is located in the heater-air condition
housing. The fan motor uses two resistors to provide
variable speeds of forced air for the heating and cooling
system.
Cab Thermostat - Is located on the heater-air condi-
tioner. The thermostat allows variations of cab tem-
perature to be selected by the operator.
Receiver Dryer Switch - Is a normally closed (N/C)
switch located on the dryer. The dryer is mounted on
the left side of the radiator support.
Air Conditioner Clutch - Is a part of the air-conditioner
compressor, which is mounted on the left front corner
of the engine. Refer to Section "M" Air Conditioning
System for the operation of the air conditioner clutch.
Also see Section "R" for Electrical Schematic".
Circuit Checkout
1. To gain access to heater-air conditioner when
making voltage checks at electrical components,
will require tilting assembly away from side of cab.
2. Remove the left hand center deck section. Refer
to Section "B" Structures for removal procedure.
3. Remove the heater assembly mounting cap-
screws.
4. Tilt the heater assembly away from cab.
5. Remove the access cover at rear side of heater-air
conditioner.
6. Refer to the Electrical Schematic for harness con-
nector pin location when making electrical checks
of receiver dryer switch and air conditioning com-
pressor clutch.
7. After correcting any problems, reinstall cover, and
install heater assembly to side of the cab.
8. Install left hand center deck.
D03006 5/92 Electrical System Components D3-7
24 VDC ELECTRIC START SYSTEM
The 140M, 210M model trucks use a single cranking
motor and magnetic switch. All other models use two
cranking motors and two magnetic switches. Refer to
page D3-16 for schematic.
OPERATION
Heavy duty batteries supply 24VDC to each of the
cranking motors through magnetic switches activated
by the key switch on the instrument panel.
When the keyswitch is placed in the Start position,
the magnetic switches close, connecting the motor
solenoid S terminals to the batteries. When the sole-
noid windings are energized, the plunger (56, Figure
3-3) is pulled in, moving the starter drive (71) assembly
forward in the nose housing to engage the engine
flywheel ring gear. Also, when the solenoid plunger is
pulled in, the main solenoid contacts close to provide
current to the motor armature and cranking takes
place. When the engine starts, an overrunning clutch
in the drive assembly protects the armature from ex-
cessive speed until the keyswitch is released. When the
keyswitch is released, a return spring causes the drive
pinion to disengage.
After the engine is running, a normally closed pressure
switch senses engine oil pressure and opens the elec-
trical circuit to prevent actuation of the motor(s) after
the engine has started.
CRANKING MOTOR
Removal
1. Disconnect battery power using the appropriate
procedure below:
a. If truck is equipped with a battery equalizer,
place the ATEC power switch in the Off posi-
tion.
b. Open the battery disconnect switch to remove
power from the system.
c. If not equipped with a battery disconnect
switch, remove battery cables using the follow-
ing sequence if equipped with battery equal-
izer:
1.) Remove the battery positive (+ ) cables first.
2.) Remove the negative (-) cables last.
2. Mark wires and cables and remove from motor (1,
Figure 3-1) and solenoid (3) terminals.
3. Remove motor mounting capscrews and lock
washers (2).
4. Remove motor assembly from flywheel housing.
Installation
1. Align motor (1, Figure 3-1) housing with the fly-
wheel housing adaptor mounting holes and slide
into position.
2. Insert motor mounting capscrews and lock wash-
ers (2).
3. Connect marked wires and cables to motor and
solenoid terminals.
4. If the truck is equipped with a battery equalizer, no
battery disconnect and the battery cables were
removed, reinstall in the following sequence:
a. Install the negative (-) cables first.
b. Install the positive (+ ) cables.
c. Turn the ATEC switch On.
5. On other models, close battery disconnect switch
or connect battery cables to the battery if not
equipped with a battery disconnect switch.
FIGURE 3-1. TYPICAL STARTER INSTALLATION
1. Cranking Motor
2. Capscrews & Washers
3. Solenoid
D3-8 Electrical System Components D03006 5/92
CRANKING MOTOR
TROUBLESHOOTING
If the cranking system is not functioning properly,
check the following to determine which part of the
system is at fault:
Batteries-- Verify the condition of the batteries,
cables, connections and charging circuit. Refer
to Section D for additional information.
Wiring-- Inspect all wiring for damage or loose
connecti ons at the keyswi tch, magneti c
switches, solenoids and cranking motor(s).
Clean, repair or tighten as required.
If the above inspection indicates the starter motor to
be the cause of the problem, remove the motor and
perform the following tests prior to disassembly to
determine the condition of the motor and solenoid and
repairs required.
Preliminary Inspection
1. Check the starter to be certain the armature turns
freely.
a. Insert a flat blade screwdriver through the open-
ing in the nose housing.
b. Pry the pinion gear to be certain the armature
can be rotated.
2. If the armature does not turn freely, the starter
should be disassembled immediately.
3. If the armature can be rotated, perform the No-
Load Test before disassembly.
No-Load Test
Refer to Figure 3-2 for the following test setup.
Be certain switch is open before connections or
disconnections are made during the following pro-
cedures.
1. Setup the motor for test as follows:
a. Connect a voltmeter from the motor terminal to
the motor frame.
b. Use an RPM indicator to measure armature
speed.
c. Connect a carbon pile across one battery to
limit battery voltage to 20 VDC.
Do not apply voltages in excess of 20 volts. Exces-
sive voltage may cause the armature to throw wind-
ings.
d. Connect the motor and an ammeter in series
with two fully charged 12 volt batteries.
e. Connect a switch in the open position from the
solenoid battery terminal to the solenoid switch
terminal.
2. Close the switch and compare the RPM, current,
and voltage reading to the following specifica-
tions:
RPM: 5500 Minimum to 7500 Maximum
AMPS: 95 Minimum to 120 Maximum
VOLTS: 20 VDC
Interpreting Results of Tests
1. Rated current draw and no-load speed indicates
normal condition of the cranking motor.
2. Low free speed and high current draw indicates:
a. Too much friction; tight, dirty, or worn bearings,
bent armature shaft or loose pole shoes allow-
ing armature to drag.
b. Shorted armature. This can be further checked
on a growler after disassembly.
c. Grounded armature or fields. Check Further
after disassembly.
FIGURE 3-2. NO-LOAD TEST CIRCUIT
D03006 5/92 Electrical System Components D3-9
3. Failure to operate with high current draw indicates:
a. A direct ground in the terminal or fields.
b. Frozen bearings (this should have been de-
termined by turning the armature by hand).
4. Failure to operate with no current draw indicates:
a. Open field circuit. This can be checked after
disassembly by inspecting internal connec-
tions and tracing circuit with a test lamp.
b. Open armature coils. Inspect the commutator
for badly burned bars after disassembly.
c. Broken brush springs, worn brushes, high insu-
lation between the commutator bars or other
causes which would prevent good contact be-
tween the brushes and commutator.
5. Low no-load speed and low current draw indi-
cates:
a. High internal resistance due to poor connec-
tions, defective leads, dirty commutator and
causes listed under Number 4.
6. High free speed and high current draw indicates
shorted fields. If shorted fields are suspected,
replace the field coil assembly and check for
improved performance.
Disassembly
Normally the cranking motor should be disassembled
only as far as necessary to repair or replace defective
parts.
1. Note the relative position of the solenoid (53,
Figure 3-3), lever housing (78), nose housing (69),
and C.E. frame (1) so the motor can be reassem-
bled in the same manner.
2. Disconnect field coil connector (42) from solenoid
motor terminal, and lead from solenoid ground
terminal.
3. Remove the brush inspection plates (52), and
brush lead screws(15).
4. Remove the attaching bolts (34) and separate the
commutator end frame (1) from the field frame
(35).
5. Separate the nose housing (69) and field frame
(35) from lever housing (78) by removing attach-
ing bolts (70).
6. Remove armature (45) and drive assembly (71)
from lever housing (78).
7. Separate solenoid (53) from lever housing by
pulling apart.
1. C.E. Frame
2. Washers
3. O-Ring
4. Insulator
5. Support Plate
6. Brush Plate Insulator
7. Washers
8. Plate & Stud
9. Plate
10. Brush Holder
11. Lock Washer
12. Screw
13. Brush (12 reqd)
14. Lock Washer
15. Screw
16. Brush Spring
17. Screw
18. Screw
19. Screw
20. Lock Washers
21. Plate
22. Brush Holder
Insulator
23. Screw
24. Lock Washer
25. Washer
26. O-Ring
27. Bushing
28. Insulator
29. Washer
30. Lock Washer
31. Nut
32. Nut
33. Lock Washer
34. Screw
35. Field Frame
36. Stud Terminal
37. Bushing
38. Gasket
39. Washers
40. Washer
41. Nut
42. Connector
43. Lock Washer
44. Nut
45. Armature
46. Field Coil (6 Coils)
47. Shoe
48. Insulator
49. Screw
50. Washer
51. O-Ring
52. Inspection Plug
53. Solenoid Housing
54. Lock Washer
55. Screw
56. Plunger
57. Washer
58. Boot
59. Washer
60. Spring
61. Retainer
62. Snap Ring
63. Shift Lever
64. Nut
65. O-Ring
66. O-Ring
67. Snap Ring
68. Lever Shaft
69. Drive Housing
70. Screw
71. Drive Assembly
72. Gasket
73. Plug
74. Gasket
75. Brake Washer
76. Screw
77. Lock Washer
78. Lever Housing
79. Washer
80. O-Ring
FIGURE 3-3 CRANKING MOTOR ASSEMBLY
D3-10 Electrical System Components D03006 5/92
FIGURE 3-3 CRANKING MOTOR ASSEMBLY
D03006 5/92 Electrical System Components D3-11
Cleaning and Inspection
1. The drive (71), armature (45) and fields (46) should
not be cleaned in any degreasing tank, or with
grease dissolving solvents, since these would dis-
solve the lubricant in the drive and damage the
insulation in the armature and field coils.
2. All parts except the drive should be cleaned with
mineral spirits and a clean cloth.
3. If the commutator is dirty, it may be cleaned with
No. 00 sandpaper.
NOTE: Never use emery cloth to clean commutator.
4. Inspect the brushes (13, Figure 3-3) for wear.
a. If worn excessively when compared with a new
brush, they should be replaced.
b. Make sure the brush holders (10) are clean and
the brushes are not binding in the holders.
c. The full brush surface should ride on the com-
mutator to give proper performance. Check by
hand to insure that the brush springs (16) are
giving firm contact between the brushes (13)
and commutator.
d. If the springs (16) are distorted or discolored,
they should be replaced.
Armature Servicing
If the armature commutator is worn, dirty, out of round,
or has high insulation, the armature (45) should be put
on a lathe and the commutator turned down. The
insulation should then be undercut .031 in. (.79 mm)
wide and .031 in. (.79 mm) deep, and the slots cleaned
out to remove any trace of dirt or copper dust. As a final
step in this procedure, the commutator should be
sanded lightly with No. 00 sandpaper to remove any
burrs left as a result of the undercutting procedure.
The armature should be checked for opens, short
circuits and grounds as follows:
1. Opens are usually caused by excessively long
cranking periods. The most likely place for an
open to occur is at the commutator riser bars.
Inspect the points where the conductors are
joined to the commutator bars for loose connec-
tions. Poor connections cause arcing and burning
of the commutator as the cranking motor is used.
If the bars are not too badly burned, repair can
often be effected by resoldering or welding the
leads in the riser bars (using rosin flux), and turn-
ing down the commutator in a lathe to remove the
burned material. The insulation should then be
undercut.
2. Short circuits in the armature are located by use
of a growler. When the armature is revolved in the
growler with a steel strip such as a hacksaw blade
held above it, the blade will vibrate above the area
of the armature core in which the short circuit is
located. Shorts between bars are sometimes pro-
duced by brush dust or copper between the bars.
These shorts can be eliminated by cleaning out
the slots.
3. Grounds in the armature can be detected by the
use of a 110-volt test lamp and test points. If the
lamp lights when one test point is placed on the
commutator with the other point on the core or
shaft, the armature is grounded. Grounds occur
as a result of insulation failure which is often
brought about by overheating of the cranking
motor produced by excessively long cranking
periods or by accumulation of brush dust between
the commutator bars and the steel commutator
ring.
Field Coil Checks
The field coils (46, figure 3-3) can be checked for
grounds and opens by using a test lamp.
1. Grounds---- The ground connections must be dis-
connected during this check. Connect one lead
of the 110 volt test lamp to the field frame (35) and
the other lead to the field connector (42). If the
lamp lights, at least one field coil is grounded and
must be repaired or replaced.
2. Opens----Connect test lamp leads to ends of field
coils (46). If lamp does not light, the field coils are
open.
Field Coil Removal
Field coils can be removed from the field frame assem-
bly by using a pole shoe screwdriver. A pole shoe
spreader should also be used to prevent distortion of
the field frame. Careful installation of the field coils is
necessary to prevent shorting or grounding of the field
coils as the pole shoes are tightened into place. Where
the pole shoe has a long lip on one side and a short lip
on the other, the long lip should be assembled in the
direction of armature rotation so it becomes the trailing
(not leading) edge of the pole shoe.
D3-12 Electrical System Components D03006 5/92
Solenoid Checks
A basic solenoid circuit is shown in Figure 3-4. Sole-
noids can be checked electrically using the following
procedure.
Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the solenoid,
switch terminal and to the second switch terminal
G, to check the hold-in winding (Figure 3-5).
2. Use the carbon pile to decrease the battery voltage
to 20 volts. Close the switch and read current.
a. The ammeter should read 6.8 amps maximum.
3. To check the pull-in winding, connect from the
solenoid switch terminal S to the solenoid motor
M or MTR terminal (Figure 3-6).
To prevent overheating, do not leave the pull-in
winding energized more than 15 seconds. The
current draw will decrease as the winding tempera-
ture increases.
4. Use the carbon pile to decrease the battery voltage
to 5 volts. Close the switch and read current.
a. The ammeter should read 9.0 to 11.5 amps.
NOTE: High readings indicate a shorted winding. Low
readings indicate excessive resistance.
5. To check for grounds, move battery lead from G
(Figure 3-5) and from MTR (Figure 3-6) to the
solenoid case. Ammeter should read zero. If not,
the winding is grounded.
FIGURE 3-5. SOLENOID HOLD-IN WINDING TEST
FIGURE 3-4. SIMPLIFIED SOLENOID CIRCUIT
FIGURE 3-6. SOLENOID PULL-IN WINDING TEST
D03006 5/92 Electrical System Components D3-13
Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before pressing
into place.
2. Install wick, soaked in oil, prior to installing bear-
ings.
3. Do not attempt to drill or ream sintered bearings.
These bearings are supplied to size. If drilled or
reamed, the I.D. will be too large and the bearing
pores will seal over.
4. Do not cross-drill bearings. Because the bearing
is so highly porous, oil from the wick touching the
outside bearing surface will bleed through and
provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking. The
clearance between this bearing and the armature
shaft is large compared to the end frame bearings.
Motor Assembly:
1. Install the end frame (with brushes) onto the field
frame as follows:
a. Insert the armature (45, Figure 3-3) into the field
frame (35). Pull the armature out of the field
frame just far enough to permit the brushes to
be placed over the commutator.
b. Place the end frame (1) on the armature shaft.
Slide end frame and armature into place
against the field frame.
c. Insert screws (34) and washers (33) and tighten
securely.
2. Assemble lever (63) into lever housing (78) If
removed.
3. Place washer (79) on armature shaft and install
new O-ring (80). Position drive assembly (71) in
lever (63) in lever housing. Apply a light coat of
lubricant (Delco Remy Part No. 1960954) on
washer(75) and install over armature shaft. Align
lever housing with field frame and slide assembly
over armature shaft. Secure with screws (76) and
washers (77).
4. Assemble and install solenoid assembly through
lever housing and attach to field frame. Install nut
(64) but do not tighten at this time. Install brush
inspection plugs (52).
5. Using a new gasket (72), install drive housing (69)
and secure with screws (70).
6. Assemble field coil connector (42) to solenoid.
7. Adjust pinion clearance per instructions on the
following page.
8. After pinion clearance has been adjusted,install
gasket (74) and plug(73).
Pinion Clearance
To adjust pinion clearance, follow the steps listed be-
low.
1. Make connections as shown in Figure 3-7.
2. Momentarily flash a jumper lead from terminal G
to terminal MTR. The drive will now shift into
cranking position and remain so until the batteries
are disconnected.
3. Push the pinion or drive back towards the commu-
tator end to eliminate slack movement.
4. The distance between the drive pinion and housing
should be between .330 in. to .390 in. (8.3 mm to
9.9 mm) as shown in Figure 3-8.
5. Adjust clearance by turning shaft nut (64, Figure
3-3).
FIGURE 3-7. PINION CLEARANCE CHECK CIRCUIT
D3-14 Electrical System Components D03006 5/92
Magnetic Switch
The magnetic switch is a sealed unit and not repairable.
Removal
1. Remove battery power as described in Cranking
Motor Removal, page D3-8.
2. Disconnect cables from the switch terminals and
wires from coil terminals (Figure 3-9).
NOTE: If the magnetic switch has a diode across the
coil terminals, mark the leads prior to removal to en-
sure correct polarity during installation.
3. Remove mounting capscrews and washers. Re-
move switch from mounting bracket.
4. The switch coil circuit can be tested as described
below.
Installation
1. Attach magnetic switch to the mounting bracket
using the capscrews and lockwashers removed
previously.
2. Inspect cables and switch terminals. Clean as
required and install cables.
3. Install the diode across the coil terminals if re-
quired. Be certain diode polarity is correct. (Refer
to the wiring diagram on the following page.)
Attach wires from the truck harness to the coil
terminals (See Figure 3-9).
4. Connect battery power as described in Cranking
Motor Installation, page D3-1.
Coil Test
1. Using an ohmmeter, measure the coil resistance
across the coil terminals.
a. The coil should read approximately 28 at 72F
(22.2 C).
b. If the ohmeter reads , the coil is open and the
switch must be replaced.
c. If the ohmmeter reads 0 , the coil is shorted
and the switch must be replaced.
2. Place one of the ohmmeter probes on a coil
terminal and another on the switch mounting
bracket. If the meter displays any resistance read-
ing, the coil is grounded and the switch must be
replaced.
3. The ohmmeter should display when the probes
are placed across the switch terminals.
NOTE: The switch terminals should show continuity
when 24 VDC is applied to the coil terminals, however
high resistance across the internal switch contacts
due to arcing etc. could prevent the switch from deliv-
ering adequate current to the cranking motor. If the
coil tests are satisfactory but the switch is still suspect,
it should be replaced with a new part.
FIGURE 3-8. CHECKING PINION CLEARANCE
FIGURE 3-9. MAGNETIC SWITCH ASSEMBLY
D03006 5/92 Electrical System Components D3-15
ELECTRIC START SYSTEM WIRING DIAGRAMS
The following wiring diagram represent the starter system hookup for the
140M and 210M model trucks. Refer to the schematics in Section R for
additional components and wiring information.
D3-16 Electrical System Components D03006 5/92
STARTER, ENGINE 24 VDC
Circuit Check-Out
1. Check that range selector is in neutral position.
2. Check that battery disconnect switch is on.
3. Check for loose starter mount capscrews, tighten
if necessary. Check all wire connections and wires
in start circuit for broken wires, loose and cor-
roded connections.
4. Check for 24 volts at battery cable connection on
starter motor.
If starter motor still fails to operate, proceed with
following steps. Refer to "ELECTRICAL SCHE-
MATIC", Section "R" for 24 volt checkout.
NOTE: The following steps involve the ATEC control
circuit. Refer to "Transmission Control Circuit", this
section, for more detail.
5. Turn keyswitch to run position. Check 5 amp
circuit breaker three (8, Figure 3-10) in relay box,
reset if necessary.
6. Check for 24 volts at wire 25k to neutral relay in
relay box (15, Figure 3-10). Range selector should
be in neutral. If 24 volts are present at wire 25
problem can be with ATEC system. Refer to ATEC
service manual.
7. If steps 1-6 are satisfactory, continue with 24 volt
checkout.
a. Turn keyswitch to start position, check for 24
volts wire 21 at neutral relay (15, Figure 3-10).
b. Check for 24 volts at wire 25R, start solenoid (5,
Figure 3-10) in cab mounted relay box.
c. 24 volts at battery cable connection on the start
solenoid.
d. Check for 24 volts at wire 25A from start sole-
noid to starter motor.
8. If steps 6 and 7 are satisfactory and starter motor
will not operate, starter motor could be defective.
Remove defective component and refer to manu-
facturers service manual for checkout and repair.
1. Auxilary Seat Support
2. Electronic Control Unit (ECU)
3. Battery Equalizer Monitor
4. Scanner Receptacle
5. Start Solenoid
6. Auto/Manual Test Switch
7. Circuit Breaker No. 4 (CB-4)
8. Circuit Breaker No. 3 (CB-3)
9. Circuit Breaker No. 2 (CB-2)
10. Circuit Breaker No. 1 (CB-1)
11. ATEC Test Switch
12. Check Transmission Relay (CTR)
13. Pressure Switch Relay (PSR)
14. Switch Power Relay (SPR)
15. Neutral Relay (NSR)
16. Reverse Relay (RWR)
17. Overspeed Relay (OR) - not used
18. Hoist Relay
19. Relay Box
FIGURE 3-10 CAB MOUNTED RELAY BOX
D03006 5/92 Electrical System Components D3-17
NOTES
D3-18 Electrical System Components D03006 5/92
ALLISON TRANSMISSION ELECTRONIC CONTROL (ATEC)
ATEC SYSTEM OPERATION
The transmission in the HAULPAK

truck is controlled
by the operator through a range selector located in the
cab. Included is a Do Not Shift light and a Check
Transmission light to alert the operator of any potential
problems at startup or during operation of the truck.
Range Selector
The lever-type range selector has eight positions (1, 2,
3, 4, 5, D, N, & R). To change positions, release the
range holding mechanism (below knob) on the lever,
and move lever to the desired range.
1 - Use this gear when pulling through mud and deep
snow, or when maneuvering in tight spaces, when
driving up or down steep grades where maximum
driving power and maximum engine braking is needed.
2, 3, 4, 5 - positions. Road and load conditions some-
times make it desirable to limit the automatic shifting
to a lower range. These positions provide greater en-
gine braking on grades. The transmission will not shift
above the highest gear selected. When conditions
improve, select position "D" for full range operation.
"D" DRIVE - position. The transmission will start in first
gear and as the speed increases, the transmission will
automatically upshift through each gear to sixth gear
operation. As the truck slows down, the transmission
will automatically downshift to the correct gear.
"N" NEUTRAL - used when truck is stopped/parked
with engine operating, and when starting engine.
The truck cannot be started unless the Range Selector
is in NEUTRAL position.
"R" REVERSE - use this position to back up the truck.
Completely stop the vehicle before shifting from For-
ward to Reverse or vice-versa. The Reverse Warning
Horn is activated when Reverse range is selected.
DO NOT SHIFT Light
The Do Not Shift lights come on anytime the on-
board computer finds a potentially serious problem in
the system. The computer will cause the transmission
to lock-in-gear and also to disengage the lockup
clutch. These actions by the computer reduce the
possibility of damage to the vehicle and transmission.
The hold-in-range feature prevents upshifts and down-
shifts when a problem is detected in the operation of
the transmission. The hold-in-gear circuit permits the
transmission to continue to operate in the gear it was
in at the time the Do Not Shift light and buzzer turned
On. Selection of a different gear range will have no
effect on the transmission. The hold-in-gear circuit is
released when the engine is shut-off. If the problem
causing the Do Not Shift light is still present when the
engine is restarted, the transmission will be shifted to
Neutral and will remain in Neutral until the problem
is corrected.
RESET PROCEDURE: When the Do Not Shift light
and/or Check Trans lights come On, the system
can be cleared or reset. To reset, bring the vehicle to
a stop at a safe location and shut down the engine. Wait
about 10 seconds and restart engine. If the problem is
temporary, the Do Not Shift and Check Trans lights
will not come back On and the truck can be operated
in a normal manner.
CHECK TRANS Light
The ATEC system has a built in computer that monitors
various functions and performances. The Check
Trans light will come On when the ignition is turned
On. After the engine is started, the engine oil pressure
switch closes and the light will go Off. This provides
a light bulb check and a system check. When the
computer senses that the system is not performing
properly, the Check Trans light comes On to warn
and alert the operator that a problem has occurred.
Bring the truck to a safe stop, apply the parking brake
when the light comes "ON" place the ATEC test switch
(11, Figure 4-7) in the test position and read the blinking
light error code. Refer to Allison "Off-Highway ATEC
Troubleshooting Manual" for a description of the error
code meanings (refer to Figure 4-8). The vehicle should
be serviced as soon as possible.
FIGURE 4-1. RANGE SELECTOR
D04003 8/95 Allison Transmission Electronic Control (ATEC) D4-1
In cold weather, when the temperature of the transmis-
sion oil is below -10F (-23C), the Do Not Shift light
on the Range Selector and the Check Trans light will
stay On after the engine is started. The transmission
will stay in Neutral, regardless of which range is
selected until the oil is warmer than -10F (-23C). When
the transmission oil warms up, the Check Trans and
Do Not Shift lights will turn Off and the transmission
will operate in first gear or reverse only. At 20F (- 7C),
the transmission may be operated safely in all ranges.
If the transmission oil temperature reaches 250F
(121C), the Check Trans indicator light will come
On. The ECU (Electronic Control Unit) will inhibit
operation of the truck above 4th range.
NOTE: The Transmission Temperature Gauge on the
instrument panel indicates the temperature of oil com-
ing out of the converter. The ECU senses oil tempera-
ture in the sump.
SYSTEM DESCRIPTION
The HAULPAK

truck utilizes the Allison Transmission


Electronic Control (ATEC) for automatic control of the
transmission functions.
The ATEC system consists of an Electronic Control
Unit (ECU), a Throttle Position Sensor (TPS), an Output
Shaft Speed Sensor, a Range Selector, eight (8) sole-
noids, a body up switch, maintenance/test block, a
chassis harness and a cab harness.
The ECU (Figure 4-3) receives input signals from vari-
ous components of the ATEC system and causes
automatic up and down shifting of the transmission
after the operator has made a range selection with the
lever of the range selector.
The TPS (Figure 4-4) provides a signal to the ECU with
regards to the position of the operators throttle pedal.
The output shaft speed sensor provides an AC voltage
signal at a frequency (HZ) proportional to the trucks
rear wheel speed. The range selector provides the
desired range.
The ECU utilizes these inputs to determine the proper
operating mode related to the transmission system and
provides numerous output signals to control the trans-
mission clutches, range selected/range attained dis-
play (if equipped), neutral start circuit, backup light
circuit, system malfunction lights, speedometer circuit,
optional overspeed warning circuit and malfunction
code.
The chassis harness interconnects the ECU with the
TPS, output shaft speed sensor, main clutch control
valve body and the lockup valve body. The cab harness
interconnects the ECU with the Range Selector, diag-
nostic scanner, and the numerous switches and relays.
SUMP OIL TEM-
PERATURE
DO NOT
SHIFT
LIGHT
CHECK
TRANS
LIGHT
TRUCK
OPERATION
-10 F(-24 C)
AND BELOW
ON ON NEUTRAL
ONLY
-9 F(-22 C) TO
+ 19 F(-7 C)
OFF OFF NEUTRAL,
FIRST &
REVERSE
ONLY
+ 20 F(-7)
AND ABOVE
OFF OFF FULL
OPERATION
In All
Ranges
FIGURE 4-2. OIL TEMPERATURE CHART
FIGURE 4-3. ELECTRONIC CONTROL UNIT (ECU)
FIGURE 4-4. THROTTLE POSITION SENSOR (TPS)
D4-2 Allison Transmission Electronic Control (ATEC) D04003 8/95
Refer to Figure 4-6 for a diagram describing the hookup
of the various components.
The ATEC system operates primarily on 12VDC and is
interfaced with many of the HAULPAK

truck circuits.
Therefore, a Battery Equalizer (Figure 4-5) is provided
to maintain equal charge on both truck batteries. The
external 24VDC. functions of the truck related to the
transmission system are controlled by relays which are
controlled by the ECU or range selector. The ECU also
monitors the system for abnormal fault conditions.
When such a fault condition is detected, the ECU
automatically responds in a manner which is safe for
the operator, the truck, and the transmission. It also
records an appropriate malfunction code in its mem-
ory. When the abnormal condition occurs, the Check
Transmission light is turned on. Additionally, with
some conditions, the Do Not Shift light and a buzzer
is activated in the Range Selector alerting the operator
to the potential problem.
Before welding on truck, be sure alternator and
battery equalizer are completely disconnected.
Remove equalizer ground first, then disconnect 12
and 24 volt positive terminals. When connecting
back in system, connect 24 and 12 volt positive
terminals first, ground terminal last.
When disconnecting the truck batteries, the follow-
ing procedure MUST be followed in the sequence
shown to prevent damage to the ATEC system
components:
1. Turn ATEC power switch OFF.
2. Remove the battery 12V positive (+ ) terminal.
DO NOT LET TERMINAL TOUCH CHASSIS
GROUND!
3. Remove the battery 24V positive (+ ) terminal.
4. Remove the battery 24V negative (-) terminal.
5. Disconnect harness connectors at the ECU after
disconnecting battery power.
6. Cover ATEC components and wiring to protect
from hot sparks, etc. Do not connect welding
cables to ATEC components. Do not weld on
ATEC components. Remove ATEC components
if welding within 10 in. (25 cm) of component.
7. When reconnecting components, reverse the or-
der of steps 1 through 6. Check wiring and cables
for proper routing and termination.
TRANSMISSION CONTROL CIRCUITS
The following circuits can be affected by a problem in
either the HAULPAK

electric or the ATEC circuit:


engine starting, ATEC control power, backup horn and
lights, speedometer, hoist interlock and a portion of
ATEC warning system.
Refer to Electrical Schematic, Section R to determine
if the problem is with the HAULPAK

or ATEC circuit.
For example; the engine will not crank. If the problem
is in the ATEC circuit, the Off-Highway ATEC Trou-
bleshooting Manual should be used to determine
component causing problem.
Battery Charging Circuit
Two 12 volt batteries connected in series, supply 24
volts to the system. The batteries are recharged from
an engine driven alternator with built-in voltage regula-
tor. The voltmeter indicates the output voltage of the
battery charging alternator. Normal indicated voltage
at high idle is 27 -- 28 volts. When the key switch is On
and engine is not running, the voltmeter indicates
battery voltage.
One 12 volt battery supplies the transmission control
circuit. To prevent unequal charge and discharge of the
batteries, a battery equalizer is provided in the charge
circuit. The battery equalizer balances charge and
discharge of both batteries. Refer to Electrical Sche-
matic in Section R.
The equalizer is equipped with a circuit breaker for
internal protection. If the breaker is activated, it must
be reset to prevent one battery running down. The fault
causing the breaker to activate must be corrected also.
FIGURE 4-5. BATTERY EQUALIZER
D04003 8/95 Allison Transmission Electronic Control (ATEC) D4-3
FIGURE 4-6. ATEC SYSTEM DIAGRAM
D4-4 Allison Transmission Electronic Control (ATEC) D04003 8/95
Control Power and Memory Circuits
One battery supplies the switch side of two normally
open (N/O) relays with 12 volts. This signal is also
continuously supplied to the ATEC Electronic Control
Unit (ECU) for memory power. When keyswitch is in
Start or Run position, the coil side of the Switch
Power Relay is supplied with 24 volts. The relay closes
supplying 12 volts to the ECU and range selector.
When engine is started, engine oil pressure closes a
normally open (N/O) pressure switch supplying 24
volts to the oil Pressure Switch Relay (PSR) coil. The
relay closes supplying the ECU with 12 volts. This
control circuit configuration maintains power to ATEC
if the keyswitch should be turned Off during truck
operation.
Start Circuit
When the keyswitch is moved to Start position, a
Neutral Relay coil will be energized through a 5 amp
circuit breaker. The ground will be completed for the
relay coil when the transmission shift selector is in the
Neutral position. When neutral relay (NSR) closes,
the coil of the start solenoid is energized, providing
power to the starter for cranking the engine.
Check Transmission Warning Light Circuit
When the keyswitch is in Run position, the Check
Transmission light will be grounded through normally
closed (N/C) switch side of Check Transmission relay
(CTR). When the engine is started or running, engine
oil pressure closes the normally open (N/O) oil pres-
sure switch supplying 24 volts to the coil side of the
Check Transmission Relay (CTR). When the coil is
grounded through the ECU, the relay opens turning
Off the Check Transmission light. If during opera-
tion the ECU detects a fault condition, the relay coil
ground will open, turning On the Check Transmis-
sion light.
When the Check Transmission light comes On,
activating the normally open (N/O) test switch will
cause the Check Transmission light to flash a fault
condition code. Refer to Allison Off-Highway ATEC
Troubleshooting Manual for a description of the code
meaning.
Backup Horn and Light Circuit
The backup horn and lights are supplied with 24 volts
by a normally open (N/O) relay. The coil side of Re-
verse relay (RWR) is supplied with 24 volts from the
keyswitch. The ground for the coil is provided by the
ECU. When the range selector is moved to Reverse
position, ECU completes the ground of Reverse Relay
(RWR) coil, relay closes supplying backup horn and
lights with 24 volts.
Hoist Interlock Circuit
This circuit prevents the truck from moving backwards
if shift selector is in Reverse position and body hoist
circuit is actuated. A circuit is completed through a
normally closed (N/C) hoist pressure switch for Re-
verse range to be applied. The hoist interlock pressure
switch is opened when the hoist control lever is in the
Power Up position. If the range selector is in Re-
verse, the transmission will be shifted to Neutral by
the ECU. If selector is in Neutral and is moved to
Reverse, shift will not occur. When the hoist control
lever is released and the range selector was in Re-
verse, the range selector must be moved to Neutral
and back to Reverse for shift to occur. All forward
shifts will occur even if the hoist switch is actuated.
Auto/Manual Circuit
In normal operation, shifts are made automatically, but
situations occur that require manual shifts be made,
such as making engine stall speed check. A toggle
switch is available in the ATEC system to allow manual
shifts to occur for maintenance reasons. For normal
operation, the toggle switch is left open to provide
automatic shifts. With toggle switch in closed or Man-
ual position, transmission will shift to range selected
by lever.
Overspeed Relay Circuit (Not Used)
The coil side of the overspeed relay is supplied with 24
volts and grounded by ECU. The normally open (N/O)
switch side of the overspeed relay (OR) is supplied with
24 volts, but the output is not connected. This relay is
not used in the current HAULPAK

truck.
Speedometer Circuit
The speedometer is supplied with 24 volts from the
keyswitch and is grounded to the system. A signal
originating at the magnetic pickup is supplied to the
ECU. The ECU provides a signal to the gauge which
provides a MPH or KPH reading on the speedometer.
D04003 8/95 Allison Transmission Electronic Control (ATEC) D4-5
TRANSMISSION CIRCUIT
COMPONENTS
Keyswitch - is mounted in instrument panel and com-
pletes the Start Circuit when moved to Start posi-
tion and the transmission range selector is in the N,
Neutral position.
1. Auxilary Seat Support (refer to Figure 4-7) - The
auxiliary seat is located behind the operator seat
and contains the following components:
2. Electronic Control Unit (ECU) - processes input
signals from the various components to control
the operation of the transmission.
3. Battery Equalizer Monitor - Monitors the battery
equalizer for correct charge and discharge of the
batteries.
4. Scanner Receptacle - Provides connection for a
Display Data Line scanner (DDL) for use in trou-
bleshooting the ATEC system.
5. Start Solenoid - The start solenoid is normally
open (N/O) with 24 volts to coil and 24 volts to
switch side.
6. Auto/Manual Test Switch - Located in relay box
for diagnostic test work and engine stall tests;
requires knowledge of transmission electrical wir-
ing.
Circuit Breakers (7 - 10) - four manual reset circuit
breakers are provided for the protection of the
various ATEC relay switches:
7. Circuit Breaker No. 4 (CB-4)- 5 amp - Keyswitch
supplies 24 volts through wire 25f to Battery
Equalizer Monitor and normally (N/O) switch side
of overspeed relay.
8. Circuit Breaker No. 3 (CB-3) - 5 amp - Keyswitch
supplies 24 volts to coil side of neutral, reverse,
and overspeed relays. Also wire 235/pin2A.
9. Circuit Breaker No. 2 (CB-2) - 5 amp - With
engine running, alternator supplies 24 volts to
engine oil pressure switch, coil side of oil pressure
indicator relay, pressure switch relay, and CHECK
TRANS relay; also to wire 215/pin 3h.
10. Circuit Breaker No. 1 (CB-1) - 10 amp - Supplied
12 volts from 12 volt side of Battery Equalizer to
normally open (N/O) switch side of Pressure
Switch and Switch Power Relays also wire 203/pin
3A.
11. ATEC Test Switch - The test switch is a toggle
switch located on the relay box. It is used in locat-
ing and clearing diagnostic codes in the ATEC
system.
12. Check Transmission Relay (CTR) - normally
closed (N/C), with 24 volts to coil side, and 24 volts
to switch side; provides a ground for CHECK
TRANS light.
13. Pressure Switch Relay (PSR) - normally open
(N/O), with 24 volts to coil side, and 12 volts to
switch side.
14. Switch Power Relay (SPR) - normally open (N/O),
with 24 volts to coil side, and 12 volts to switch
side.
15. Neutral Relay (NSR) - normally open (N/O), with
24 volts to coil side, and 24 volts to switch side.
Refer to Backup Horn and Light Circuit.
16. Reverse Relay (RWR) - normally open (N/O), with
24 volts to coil side, and 24 volts to switch side.
17. Overspeed Relay (OR) - not used
18. Hoist Relay - normally closed (N/C), with 24 volts
to coil side, and 12 volts to switch side.
19. Relay Box contains ATEC components indicated.
FIGURE 4-7. CAB MOUNTED RELAY BOX
D4-6 Allison Transmission Electronic Control (ATEC) D04003 8/95
CIRCUIT DESCRIPTION AND CHECKOUT
The following procedure is designed to aid in the un-
derstanding of the ATEC electrical schematic. The
procedure also contains circuit checkouts which aid in
isolating problems between the HAULPAK

truck cir-
cuit and the ATEC circuit. Refer to Electrical Schematic,
Section R, when performing circuit voltage and con-
tinuity checks.
Improper use of the Maintenance/Test Terminals
can cause damage to the drive train. Specific
knowledge of the complete ATEC system is re-
quired for these diagnostic checks.
1. Electric power (12 volts) is supplied to the ATEC
system wires (202A) & (233A) through two relays:
one controlled by the key switch and one control-
led by engine oil pressure. If the engine will not
crank:
a. Place transmission range selector in Neutral
position.
b. Battery disconnect (if equipped) must be
closed.
c. Move key switch to "Start" position. With a VOM,
make following voltage checks:
1). 24 volts at the starter solenoid; wire (25R).
2). 24 volts at the neutral start relay; wire (25R).
3). 24 volts at the neutral start relay; wire (21).
4). If voltage readings are not acceptable, cor-
rect the cause before proceeding.
d. Remove wire (25R) from start solenoid.
1). Connect a VOM from terminal (25R) of start
solenoid to ground.
2). Move keyswitch to Start position.
3). If VOM indicates 24 volts, the HAULPAK

and
ATEC circuit are correct. Begin voltage
checks with the electric starter, check wiring
from start solenoid to starter wire (25A). Re-
fer to manufacturers Service Manual for
electric starter checkout.
4). If VOM does not indicate 24 volts at (25R) of
start solenoid, proceed to the following
steps:
e. Connect a VOM at terminal 25C of terminal strip
in relay box. Move key switch to Start posi-
tion.
1). If a reading of 12 volts at 25C is not found,
correct HAULPAK

circuit problem.
2). If a reading of 12 volts at 25C is present,
proceed to following steps:
f. Connect a jumper from terminal 25, to the
ground terminal on relay box.
1). Move keyswitch to Start position, if VOM
does not read 24 volts at 25A of start sole-
noid, correct HAULPAK

circuit problem.
2). If a reading of 24 volt at wire (25A) of start
solenoid is obtained, check ATEC circuit.
Refer to ATEC Off-Highway Troubleshoot-
ing Manual.
g. Reconnect wire (25R) to start solenoid.
2. 12 V.D.C. is also supplied directly to the ECU wire
(203) to provide for the continuous memory of any
malfunction codes and TPS calibration values.
Maximum current draw is 10 Ma and will not
appreciably drain the batteries.
3. A battery ground is provided to the ECU wires
(208), (209) and the Range Selector wire (234).
Power for the illumination of Range Selector lights
is supplied to wire (230) through the instrument
panel dimmer rheostat.
4. When the ECU detects an abnormal condition, it
turns On the Check Transmission light and
records the malfunction code. If the malfunction
is serious, the ECU turns On the Do Not Shift
lights and prevents further shifting of the transmis-
sion. The transmission remains in the gear it was
in at the time of the malfunction.
Turning On the ATEC Diagnostic Switch grounds
wire (216) causing the ECU to turn the Check
Transmission light On and Off indicating a
malfunction code stored in the memory of the ECU
identifying the location of the malfunction.
a. To clear the ECU memory of codes after the
fault condition has been corrected:
1). Shut down the engine.
2). Turn keyswitch Off then On.
3). Turn the Test Transmission Switch On.
4). Move Range Selector to Reverse and hold
for several seconds.
5). Move Range Selector to Neutral.
b. To check for proper operation of the Check
Transmission Test Switch:
D04003 8/95 Allison Transmission Electronic Control (ATEC) D4-7
1). Turn keyswitch to Run position. Move test
switch to Test position; switch should be
closed.
2). Check transmission light will flash On and
Off.
3). If light does not flash, make sure switch is
closed when in the Test position If switch
is not closed, correct problem.
4). If switch does close in Test position and
light does not flash, refer to ATEC Off-High-
way Troubleshooting Manual.
5. The Check Transmission light is controlled by a
relay wire (215) that will energize only when the
engine is running, the oil pressure switch is
closed, and the ECU detects a malfunction in the
ATEC system.
a. If Check Transmission light does not turn
On:
1). Check bulb.
2). Check that switch side of Check Transmis-
sion Relay is closed.
b. Light does not go out after engine starts:
1). Check for 24 volts at terminal 25B on terminal
strip in relay box.
2). If 24 volts are not present,
correct HAULPAK

circuit.
3). If 24 volts are present and light does not go
out, connect a jumper from 25B to ground.
4). If light does not go out, correct HAULPAK

circuit problem.
5). If light goes out, refer to ATEC Off-Highway
Troubleshooting Manual.
6. The neutral start circuit is controlled by a relay wire
(231) that is energized only when the Range Se-
lector is positioned in Neutral. A Park Brake
Pressure Switch is also connected to this Neu-
tral circuit, preventing the transmission from be-
ing shifted into Forward or Reverse range as
long as the Park Brake is applied.
7. Wire (222) is connected to wire (309). This circuit
is used in conjunction with the parking brake.
When the circuit is opened, the transmission will
not shift into Forward or Reverse.
The backup lights and horn are controlled by a
relay wire (214) which is grounded by the ECU
when the transmission is in Reverse.
a. If the backup horn and lights do not turn On
when shift selector is in Reverse:
1). Shut down engine, turn keyswitch to Run
position.
2). Connect a jumper from terminal 25E on the
terminal strip in relay box to a ground.
3). If horn and lights do not operate, correct
HAULPAK

circuit problem.
4). If horn and lights operate, refer to ATEC
Off-Highway Troubleshooting Manual.
b. Backup horn and lights will not turn Off when
shift selector is moved to Neutral or For-
ward range.
1). If horn and light are On, with keyswitch"Off",
correct HAULPAK

circuit problem.
2). If horn and lights are On, with keyswitch
On, disconnect and isolate wires from ter-
minal 25E of the relay box terminal strip.
If horn and lights turn Off, refer to ATEC
Off-Highway Troubleshooting Manual.
8. An optional function is available that can be acti-
vated if the ECU senses an overspeed of the drive
train. This function is controlled by a relay wire
(213).
9.The ECU utilizes the output speed sensor to pro-
vide a signal to the speedometer wire (205) indi-
cating the speed of the truck.
a. If the speedometer is not functioning:
1). With engine shutdown, place keyswitch in the
Run position.
2). Check for a 24 volt reading at "B" terminal on
the back side of speedometer. If no reading
is indicated, refer to Section R", Electrical
Schematic, when performing circuit voltage
and continuity checks.
3). If 24 volts is present, refer to ATEC Off-High-
way Troubleshooting Manual for output
speed sensor adjustment.
NOTE: Initial adjustment for output speed
sensor is:screw sensor all the way in to just
touch the center of a gear tooth and then turn
out (counterclockwise) 3/4 turn.
10. Hoist Interlock wire (309) is a logic return circuit for
the ECU. The hoist relay controlled by the hoist
control lever opens wire (305) to wire (309) when
the body is being raised, which immediately tells
the ECU to shift the transmission to Neutral if it
is in Reverse. While the hoist lever is in the Body
Up position, Reverse cannot be obtained. Re-
verse can be obtained only by having the Range
Selector in Neutral after the hoist lever is re-
leased from the Body Up position.
D4-8 Allison Transmission Electronic Control (ATEC) D04003 8/95
The purpose of this feature is to prevent accidental
rearward movement of the truck when the operator
begins to raise the body. There is no body interlock
function to inhibit Forward operation.
a. If the truck moves in reverse when the hoist
control lever is held in Power Up position:
1). Shut down engine and turn key switch Off.
2). Remove ATEC plug J3 from ECU.
3). Connect an ohmmeter between pin J and E
of the J3 harness.
4). Ohmmeter should indicate continuity
through relay of hoist interlock circuit.
5). Turn keyswitch On, move hoist control
lever to Power Up position. Ohmmeter
should indicate infinity.
6). If ohmmeter does not indicate hoist relay
opening when hoist control lever is moved to
Power Up position, repair wiring to relay or
replace relay.
7). If ohmmeter indicates hoist relay opens when
hoist switch is moved to Power Up posi-
tion, refer to ATEC Off-Highway Trou-
bleshooting Manual.
8). Install J3 plug into ECU.
b. Transmission will not shift to Reverse range
when range selector is moved to Reverse
position.
1). Turn keyswitch Off.
2). Remove J3 plug from ECU.
3). Check for continuity between pins J and E of
J3 harness plug with an ohmmeter.
4). If ohmmeter reads infinity, correct circuit
problem in HAULPAK

wiring.
5). If ohmmeter indicates continuity, refer to
ATEC Off-Highway Troubleshooting Man-
ual.
11. The Battery Equalizer is connected from the batter-
ies to the ATEC battery disconnct (on left side of
engine) and to the 24 volt terminal on the Battery
Equalizer by wire (2T). The 12V terminal is con-
nected to the ECU by going through CB-1 using
wire (1T). Wire (1T) is also connected to one of the
two batteries through the ATEC battery discon-
nect.
Before welding on truck, be sure alternator and
battery equalizer are completely disconnected.
Remove equalizer ground first, then disconnect 12
and 24 volt positive terminals. When connecting
back in system, connect 24 and 12 volt positive
terminals first, ground terminal last.
12. If the battery equalizer is not functioning properly:
a. Check circuit breaker; if the button is out, reset
by depressing button.
b. Check each battery for a 12 volt full charge
condition.
NOTE: Replace batteries in PAIRS only - otherwise
Equalizer and ATEC problems are sure to exist!
c. Check voltage between 12 volt and 24 volt
terminals with a voltmeter and record the read-
ing.
d. Check voltage between 12 volt terminal and
ground terminal and record the reading.
e. If difference between the two voltage readings
is more than 0.75 volts, replace equalizer. Refer
to Electrical Schematic, Section R.
NOTE: Transmission shift problems, as well as reduced
Battery Equalizer life may be experienced if external 12
volt devices are connected to the 12 volt power supply
for the ATEC system. If such devices are to be used, it
is highly recommended the power supply is taken from
the 24 volt system and converted to isolate the ATEC
supply as much as possible.
D04003 8/95 Allison Transmission Electronic Control (ATEC) D4-9
OFF - HIGHWAY HAULING
TRANSMISSIONS
ATEC DIAGNOSTIC CODES
13 - LOW BATTERY VOLTAGE
21 - THROTTLE SENSOR
22 - SPEED SENSOR
23 - PRIMARY RANGE SELECTOR
24 - OIL TEMPERATURE
33 - OIL TEMPERATURE SENSOR
34 - PROM CHECK
41 - A SOLENOID / CIRCUITRY
42 - B SOLENOID / CIRCUITRY
43 - C SOLENOID / CIRCUITRY
44 - D SOLENOID / CIRCUITRY
45 - E SOLENOID / CIRCUITRY
51 - K (LOCKUP) SOLENOID / CIRCUITRY
54 - SOLENOID CHAIN (A-E)
61 - G (SPLITER OVERDRIVE) SOLENOID / CIRCUITRY
62 - F (SPLITTER DIRECT) SOLENOID / CIRCUITRY
63 - G (SPLITTER OVERDRIVE) SOLENOID / CIRCUITRY
69 - ELECRONIC CONTROL UNIT ERROR
Range Solenoids
Energized
Clutches
Engaged
1 C, F Splitter-Direct, Low
2 C, G Splitter-Overdrive, Low
3 D, F Splitter-Direct,
Intermediate
4 D, G Splitter-Overdrive,
Intermediate
5 E, F Splitter-Direct, High
6 E, G Splitter-Overdrive, High
N A, F Splitter-Direct
R A, B, F Splitter-Direct,
Reverse
FIGURE 4-8. ATEC DIAGNOSIC CODES
D4-10 Allison Transmission Electronic Control (ATEC) D04003 8/95
SECTION F
TRANSMISSION AND PTO
INDEX
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-1
Transmission Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-1
Transmission Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-2
Transmission Fill Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-3
TRANSMISSION FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-4
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-4
TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
POWER TAKE OFF (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F4-1
PTO GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F4-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F4-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F4-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F4-3
DRIVELINES & U-JOINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-2
F01003 5/92 Index F1-1
NOTES
F1-2 Index F01003 5/92
TRANSMISSION
The HAULKPAK

Truck utilizes a remote mounted


Allison CLT-6062 transmission equipped with a TC683
Torque Converter. It is a fully automatic shift transmis-
sion equipped with Allison Transmission Electronic
Control (ATEC). The transmission has six speeds "For-
ward" and one "Reverse".
The transmission has a gear driven, side-mounted
Power Take-Off assembly that drives both the steering
and hoist pumps. When removing the transmission it
is advised that unless the Power Take-Off needs repair,
it be disconnected from the transmission with the
pumps in place.
Transmission Removal
1. Park truck on a level surface, block wheels and
apply park brake. Raise dump body and install
body holding pins. Move hoist valve to "Float"
position to put weight of dump body on pins.
NOTE: If hydraulic pump or engine is inoperative,
dump body should be raised with a crane so body
holding pins can be installed.
2. Turn keyswitch "Off" and shut down engine. Wait
90 seconds for steering accumulator to bleed
down. Rotate steering wheel back and forth; no
movement should occur.
3. Remove transmission guard, if equipped. Place
clean container [transmission holds approxi-
mately 20 gal. (76 l)] under transmission. Remove
drain plug on bottom of transmission and drain oil
before transmission removal.
The Power Take-Off and hydraulic pump assembly
must be supported by a sling or bracket from the
right frame rail when disconnected from the trans-
mission.
4. Remove and cap lubrication line from PTO. Re-
move the four capscrews (1, Figure 2-1) and four
hex nuts (3) securing the Power Take-Off to the
transmission. While supporting the weight of the
Power Take-Off and hydraulic pumps, slide the
assembly away from the transmission until the
PTO gear is disengaged from the transmission.
NOTE: If the PTO needs repair, refer to the Power
Take-Off disassembly procedure later in this Section.
5. Remove three electrical cable connections (1,
Figure 2-2) from right side of transmission.
6. Tag and disconnect wires from two filter indicator
switches, pressure sender (right front), tempera-
ture sender (left front).
7. Remove front and rear drive shaft protectors to
facilitate transmission removal.
8. Disconnect drive shafts from front and rear of
transmission. Tie drive shafts out of the way to
prevent interference during transmission removal.
FIGURE 2-1. P.T.O. AND PUMP ASSEMBLY
1. Capscrews 3. Nuts
2. Mount Shims
FIGURE 2-2. ELECTRICAL CONNECTIONS
1. Transmission Electrical Harness
F02003 5/92 Transmission F2-1
9. Tag, disconnect and cap return oil line (1, Figure
2-3) from left front side of transmission. Discon-
nect and cap outlet line (3) from left side oil filter
assembly.
NOTE: Filter assembly (2) and lines will contain oil.
Have a suitable container available to catch oil in lines.
Before transmission removal, remove left side oil filter
housing (3) and drain oil from container.
10. Remove and cap hydraulic line from parking brake
actuator.
11. Remove and cap transmission oil fill hose at rear
of transmission. Insure all hydraulic lines are se-
cured out of the way to prevent interference during
transmission removal.
12. Attach an appropriate lifting device to top of trans-
mission and take up slack. Transmission weighs
approximately 2,500 lbs. (1135 kg).
13. Remove six capscrews, locknuts, and washers (5,
Figure 2-4) securing transmission trunnions to
frame rails.
14. Lift transmission assembly slowly. During transmis-
sion removal, the transmission will have to be
moved around exhaust pipes carefully to prevent
damage.
15. Move transmission to a clean work area for further
disassembly or repair. Refer to the Allison Trans-
mission Service Manual for "Repair and Service"
information.
NOTE: If internal malfunctions have occurred in the
transmission, the heat exchanger, both filter assem-
blies and cooler lines should be thoroughly flushed
and cleaned to prevent any possibility of contamina-
tion when transmission is reinstalled.
Transmission Installation
1. Check all rubber vibration dampeners (1, Figure
2-4) for wear, damage or deterioration. Replace
any dampeners in doubtful condition.
2. Dump body must be up and safety pins in place.
DO NOT work under raised dump body unless the
body pins are installed.
3. Install rear mounting brackets (2, Figure 2-4) on
transmission and secure each with four cap-
screws and lockwashers (3). Tighten to 125 ft.lbs.
(170 N.m) torque.
4. If transmission front trunnion (4) was removed,
thoroughly inspect bushing for wear or damage.
If the trunnion bushing was removed, clean bush-
ing mounting surface of trunnion thoroughly.
5. Press a new bushing into trunnion bore carefully.
Bushing flange must be facing transmission when
installed.
6. Attach spreader bar or lifting device to transmis-
sion so it will balance evenly when lifted into the
truck. Transmission weighs approximately 2,500
lbs. (1135 kg).
7. Lift transmission into position between the truck
frame rails. Use caution when positioning trans-
mission around exhaust pipes.
FIGURE 2-3. TRANSMISSION COOLANT LINES
AND FILTER ASSEMBLY
1. Oil Return 3. Outlet (to Cooler)
(from Cooler)
2. Filter Assembly
FIGURE 2-4. TRANSMISSION MOUNTING
1. Vibration Dampeners 4. Front Trunnion
2. Rear Mounting Bracket 5. Capscrews, Locknuts,
3. Capscrews and and Washers
Lockwashers
F2-2 Transmission F02003 5/92
8. Align mounting brackets with vibration dampeners
(both front and rear). Insert six capscrews (5,
Figure 2-4) through the mounting brackets and
vibration dampeners. Carefully lower transmis-
sion onto vibration dampeners.
9. Install lower vibration dampeners.
10. Install one large flat washer (1, Figure 2-5) and self
locking nut (2) on each mounting capscrew (3).
Evenly tighten capscrews and locking nuts until
vibration dampeners have been compressed to a
height of 1.31 in. (33.3 mm). Refer to Figure 2-5.
11. Refer to the PTO Installation procedure and install
the PTO and hydraulic pump assembly.
12. Position drive shafts and connect to transmission.
Tighten front capscrews with locknuts to 100 5
ft. lbs. (136 7 N.m) torque. Tighten rear drive
shaft capscrews to 100 5 ft. lbs. (136 7 N.m)
torque.
13. Connect oil return line (1, Figure 2-3) and oil outlet
line (3) to transmission filter assembly (2). Use new
O-rings in these connections where applicable.
14. Thoroughly clean filter canisters and install new
filter elements in both filter assemblies.
15. Connect transmission oil fill hose at rear of trans-
mission. Tighten fitting securely.
16. Install electrical control cables (1, Figure 2-2) on
right side of transmission.
17. Install electrical wires to filter indicator switches,
pressure sender, and temperature sender.
18. Install drive shaft protectors around input and
output shafts. Tighten capscrews to standard
torque.
19. Insure all connections have been properly made
before servicing transmission.
Transmission Fill Instructions
NOTE: If filling is required, use clean Type C-4 oil only.
1. Check transmission oil level with truck parked on
level surface, block wheels and apply parking
brake. Refer to Section "P", Lubrication and Serv-
ice, for oil specifications. Transmission holds ap-
proximately 20 gal. (76 l).
2. Start the engine and allow transmission oil to fill
filters, lines and oil cooler. Allow engine to run at
approximately 1000 RPM until transmission oil
reaches operating temperature, and transmission
in neutral.
3. With engine running at "Low Idle", remove oil "Full"
plug on back of transmission or view sight glass
on left side of transmission to determine proper
oil level. Oil level should be not more than half full
in sight glass or just trickle from top ("Full") pet-
cock (or should be just below the FULL mark. If
additional oil is needed, remove transmission fill
cap located on the left side of the hydraulic tank,
fill with Type C-4 to proper level . DO NOT OVER-
FILL.
4. Remove blocks from wheels if truck is to be
operated.
FIGURE 2-5. TRANSMISSION
VIBRATION DAMPENERS
1. Flat Washer 2. Self-locking Nut
3. Capscrew
F02003 5/92 Transmission F2-3
TRANSMISSION FILTER
The transmission filter element (6 micron) should in-
itially be replaced every 1000 hours of operation or
sooner if the warning light indicates high restriction.
This maintenance interval may be be increased or
reduced, depending on operating conditions, by ob-
serving the warning light indicator.
Service
1. Remove the filter bowl and discard the element
and O-ring seal. Refer to Figure 2-6.
2. Remove the differential pressure switch and test
for proper operation using a tester as shown in
Figure 2-7. (Kent-Moore Part Number J-33884-4
or similar). Refer to Section "M", Special Tools, for
adapter to be used with this tester.
a. Insert switch in tester adapter.
b. Attach an ohmmeter to pins C and B.
c. Apply pressure to the switch while observing
the ohmmeter:
1.) With NO pressure applied, the ohmmeter
should indicate infinite resistance (open cir-
cuit).
2.) As pressure is increased to 16 3 PSI (110
21 kPa) the contacts should close and
indicate 0 ohms.
3. If switch does not operate within the specified
tolerance range, install a new switch.
4. Thoroughly clean and dry all component parts.
5. Install a new filter element and O-ring and assem-
ble bowl onto filter head.
FIGURE 2-6. TRANSMISSION FILTER ASSEMBLY
1. Filter Assembly 4. O-Ring Seal
2. Filter Bowl 5. Pressure Switch
3. Filter Element
FIGURE 2-7. DIFFERENTIAL PRESSURE SWITCH
TESTER
F2-4 Transmission F02003 5/92
TRANSMISSION OIL COOLER
Transmission oil cooler repairs should be performed
by a qualified repair facility. The bottom tank and gas-
kets are available as replacement components. Con-
tact your HAULPAK

distributor.
The bottom tank of the radiator contains the heat
exchanger for the transmission. If a leak occurs in the
heat exchanger, antifreeze/coolant may contaminate
the transmission oil and/or transmission oil may con-
taminate the engine cooling system.
If the engine coolant is found to be contaminated with
oil, the system must be examined for leaks and cor-
rected. Then the system must be flushed to remove oil
contamination and refilled with a clean coolant solu-
tion.
If a leak has been found or suspected in the heat
exchanger, the transmission oil must be examined
IMMEDIATELY. Ethylene glycol (even in small
amounts) will damage friction-faced clutch plates.
Contact your HAULPAK

distributor for ethylene glycol


detection test kits.
If ethylene glycol is found in the transmission oil, the
transmission should be removed, completely disas-
sembled, cleaned and examined, and ALL friction-
faced clutch plates replaced.
Removal And Installation
Refer to Section "C", Engine, Fuel, Cooling And Air
Cleaner, for the removal and installation of the radiator.
Repair
Repairs to transmission cooler and wet disc brake heat
exchanger should be done by a qualified repair facility
The Wet Disc Brake heat exchanger is also mounted
to the lower radiator tank. Refer to Section C. "Engine,
Fuel, Cooling And Air Cleaner" for removal and repair.
F03003 Transmission Oil Cooler F3-1
NOTES
F3-2 Transmission Oil Cooler F03003
POWER TAKE OFF (PTO)
PTO GEARBOX
The power take-off (PTO), which drives the hydraulic
pump, is mounted on and driven by the transmission
converter section.
The gears and bearings in the PTO are lubricated by
an external line from the transmission through drilled
passages to the bearings.
Power Take-Off Removal
Tag or mark all lines prior to disconnection or removal.
Tagging lines will aid in proper hookup of lines during
installation. Capping all disconnected lines will reduce
possible contamination.
NOTE: If hydraulic pump does not need servicing, the
hydraulic system does not need to be opened to
remove the PTO.
1. Park truck on a level surface, block wheels and
apply park brake.
2. Turn keyswitch "Off" and shut down engine. Wait
90 seconds for steering accumulator to bleed
down. Rotate steering wheel back and forth; no
movement should occur.
3. Place clean container [transmission holds ap-
proximately 20 gal. (76 l)] under transmission.
Remove drain plug on bottom of transmission and
drain oil. Replace drain plug and tighten securely
after oil has drained.
4. Remove and cap lubrication line (2, Figure 4-1)
from PTO.
5. Support PTO. Remove the four capscrews (5) and
four nuts (4) securing the Power Take-Off to the
transmission. While supporting the weight of the
Power Take-Off and hydraulic pumps, slide the
assembly away from the transmission until the
PTO gear is disengaged from the transmission. As
PTO is moved from transmission, observe and
retain shims between PTO mounting flange (3)
and converter housing (1).
6. Remove hoist and steering pumps only if the PTO
requires disassembly. Refer to "Hoist Pump Re-
moval and Steering Pump Removal" in Section
"L", Hydraulic System, if necessary.
Power Take-Off Installation
1. Install new shims equal to what was removed.
Shims are 0.010 in. (0.25 mm) and 0.020 in. (0.51
mm) thick.
2. Install PTO to converter housing. Tighten nuts (4)
and capscrews (5) to standard torque.
3. Remove cover (7) from converter housing so gear
can be held when checking PTO backlash.
4. Remove plug (6, Figure 4-1) from PTO housing for
access to PTO driven gear.
5. Backlash between transmission gear and driven
gear of PTO should be 0.005 to 0.025 in. (0.12 to
0.63 mm).
a. If backlash is less than 0.005 in. (0.12 mm), add
one 0.010 in. (0.25 mm) shim. Add shims as
necessary to establish required backlash.
b. If backlash is greater than 0.025 in. (0.63 mm),
remove one 0.020 in. (0.51 mm) shim and re-
place with one 0.010 in. (0.25 mm) shim.
6. After establishing backlash, install cover (7) on
converter housing.
7. Install plug (6) in PTO housing.
8. Connect lube line (2) to PTO.
FIGURE 4-1. P.T.O. INSTALLATION
(Shown Without Hydraulic Pump)
1. Converter Housing 5. Capscrews and
2. PTO Lubrication Line Lockwashers
3. PTO Mounting Flange 6. Plug
4. Nuts and Lockwashers 7. Converter Cover
F04003 3/92 Power Take Off (PTO) F4-1
9. Install pumps to PTO, if removed. Refer to "Hoist
Pump and Steering Pump Installation" in Section
"L", Hydraulic System, if necessary.
10. Install transmission guard, if removed. Tighten
capscrews to standard torque.
11. Refer to "Transmission Installation", this section, for
transmission filling instructions.
12. Remove blocks from wheels if truck is to be oper-
ated.
PTO Disassembly
1. Remove hoist and steering pumps if they are still
installed. Refer to "Hoist Pump Removal and
Steering Pump Removal" in Section "L", Hydraulic
System, if necessary. Observe splines of PTO
output shaft and both pump shafts for spline wear.
Match mark pump adapters (11, 27, Figure 4-2) to
housing (4).
2. Remove capscrew and retainer (15, 16) from drive
gear shaft (14).
3. Remove drive gear shaft (14). As shaft is removed,
needle bearings (20) can fall out of gear bore.
There should be a total of 42 needles.
4. Remove drive gear (21) and thrust bearings (22)
from housing.
5. Remove capscrews (12) attaching pump adapter
(11) to housing. Remove adapter, observe num-
ber and location of plastic shims (7, 8, 9).
6. Push pump drive shaft (1) to remove bearing cups
(6) from housing.
7. Pull bearing cones (5) from pump drive shaft (1).
8. Remove capscrews attaching pump adapter (27)
to housing. Remove adapter, observe number
and location of plastic shims.
9. Slide pump drive shaft from driven gear (3) and
spacers (2).
10. Remove remaining bearing cone from shaft.
11. Remove seals (10) from pump adapters (11, 27).
12. Inspect all parts and replace as necessary.
FIGURE 4-2. P.T.O. ASSEMBLY
1. Pump Drive Shaft 13. O-Ring
2. Spacers 14. Drive Gear Shaft
3. Driven Gear 15. Capscrew
4. Housing 16. Retainer
5. Bearing Cones 17. O-Ring
6. Bearing Cups 18. Thrust Washer
7. Shims 19. Spacer
0.003 in. (0.076 mm) 20. Needle Bearing
8. Shims 21. Drive Gear
0.010 in. (0.254 mm) 22. Thrust Bearing
9. Shim Gasket 23. Thrust Bearing Spacer
10. Seal 24. O-Ring
11. Pump Adapter 25. Pipe Plug
12. Capscrew 26. O-Ring
27. Pump Adapter
F4-2 Power Take Off (PTO) F04003 3/92
PTO Assembly
1. Clean all parts thoroughly.
2. Install new seals (10, Figure 4-2) in pump adapters
(11, 27) with lip toward PTO housing.
3. Install one bearing cone on pump drive shaft. Be
sure cone is tight against shaft shoulder.
4. Position spacers (2) and driven gear (3) in housing,
recessed side of gear toward inspection plug side
of housing.
5. Slide shaft (1) through two spacers (2) and gear
(3).
6. Install bearing cup (6) into housing.
7. Install new shim gasket (9) and new shims (7, 8)
equal to what was removed.
8. Align match marks. Install pump adapter (11).
9. Install mounting capscrews. Tighten to 90 ft. lbs.
(122 N.m) torque.
10. Support end of pump drive shaft.
11. Install other bearing cone. Be sure inner race is
tight against shaft shoulder.
12. Install bearing cup.
13. Install one new shim gasket (9) and shims equal to
what was removed (7, 8).
14. Align match marks, install pump adapter (27).
15. Install mount capscrews. Tighten to 90 ft. lbs. (122
N.m) torque.
16. Bearing end clearance should be from 0.005 in.
(0.127 mm) loose to 5-12 in. lbs. (0.56-1.37 mm)
rolling torque, tight.
17. If bearing adjustment is not in this range, adjust
plastic shims of pump adapter.
18. Install new O-ring (24) in drive gear shaft bore.
Lubricate with clean C-4 oil.
19. Install O-ring (17) to pump drive shaft (14). Lubri-
cate with clean C-4 oil.
20. Position spacer (19) in center of drive gear.
21. Place 21 needles (20) on either side of spacer. Use
petroleum jelly to hold needles in place.
22. Position thrust bearing spacers (23), thrust bearing
(22) and drive gear in housing.
23. Install shaft (14) and shaft retainer (16) and cap-
screws (15). Tighten retainer capscrew to 16-18 ft.
lbs. (22-27 N.m) torque.
24. Install any plugs removed from shaft or housing.
F04003 3/92 Power Take Off (PTO) F4-3
NOTES
F3-2 Transmission Oil Cooler F03003
DRIVELINES
The engine/transmission and transmission/final drive
drivelines are similar except in length. The front
driveline is approximately 22 in. (56 cm) and the rear is
approximately 51.5 in. (131 cm) in length.
Removal
Removal and installation procedures for each driveline
are identical.
Block wheels securely before removing the driveli-
nes. The parking brake will not be effective when
the rear driveline is removed.
1. Remove driveline protector if equipped.
2. Remove and tag any wiring or hoses which may
interfere with removal.
2. Attach a sling hoist to the driveline.
3. Remove the four 12-point capscrews at each cross
and bearing and remove the driveline.
Installation
1. Position driveline between transmission (or final
drive) and align the cross and bearings with the
drive flanges.
2. Install the 12-point capscrews and tighten to the
following torque:
Front Driveline:
100 5 ft. lbs. (136 7 N.m)
Rear Driveline:
100 5 ft. lbs. (136 7 N.m)
3. Install driveline protector if equipped. Tighten cap-
screws to standard torque
4. Install wiring or hoses removed to gain access to
driveline.
Disassembly
1. Remove the 12 Pt. Capscrews and cross and
bearing from each end of driveline and inspect for
rough or frozen bearings.
Note: Do not disassemble the cross and bearings. If
bearings are unserviceable, replace the entire part as
a unit.
2. Loosen and remove felt retainer (4, Figure 5-2).
3. Match mark the two sections for realignment dur-
ing reassembly. Carefully slide the sections (5 &
6) apart.
4. Remove the felt retainer (4) and felt washer.
5. Clean all parts except the cross and bearing in
fresh solvent and blow dry with compressed air.
FIGURE 5-1. TYPICAL FRONT DRIVELINE
INSTALLATION
1. Flywheel Adapter Cover
2. Front Driveline
3. 12 Pt. Capscrews
4. Transmission
F05001 Drivelines F5-1
6. Inspect all parts for wear and damage. If either the
stub and yoke or the tube and yoke is unservice-
able, both parts must be replaced with a new,
balanced and matched set.
7. Insure all grease passages are clear.
Assembly
1. Install a new felt washer. Lubricate washer with
fresh engine oil prior to installation. Felt must be
carefully inserted into the short section without
twisting.
2. Slide felt retainer over the long, tube section.
3. Lubricate the splines with multi-purpose grease,
align halves with the match marks made during
disassembly and carefully slide together.
4. Slide the felt retainer into place and tighten se-
curely. (Do not overtighten.)
5. Insert the 12-point capscrews and attach the cross
and bearings at each end. Tighten the capscrews
to 100 5 ft. lbs. (136 7 N.m) torque.
6. Install grease fittings if removed, and lubricate with
multi-purpose grease. (Refer to Section P for
complete grease specification.)
NOTE: Do not overgrease. Excessive amounts of
grease will prevent driveline from collapsing properly
for installation.
FIGURE 5-2. TYPICAL DRIVELINE
1. 12-Point Capscrew
2. Cross & Bearing Assy.
3. Grease Fitting
4. Felt Retainer
5. Stub & Yoke
6. Tube & Yoke
F5-2 Drivelines F05001
SECTION G
DRIVE AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
Tire Removal From Rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2
Tire Installation on Rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2
FRONT TIRE AND RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
REAR TIRE AND RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
TIRE MATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
FRONT WHEEL HUB AND SPINDLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
FRONT WHEEL HUB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Front Wheel Bearing and Brake Disc Replacement . . . . . . . . . . . . . . . . . . . G3-2
Front Wheel Hub Installation and Bearing Adjustment . . . . . . . . . . . . . . . . . G3-2
Front Wheel Spindle Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Front Wheel Spindle Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Steering Linkage Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
Steering Linkage Ball Stud and Bearing Removal . . . . . . . . . . . . . . . . . . . . G3-5
Front Wheel Toe-In Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Bias Ply Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Radial Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
FINAL DRIVE ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
FINAL DRIVE ANCHOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Pin Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Pin Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
Bearing Removal and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
PANHARD ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
G01008 4/92 Index G1-1
FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
COMPLETE FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-2
DIFFERENTIAL CARRIER ASSEMBLY -
SERVICE WITH COMPLETE FINAL DRIVE REMOVED FROM TRUCK . . . . . . . . G5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
DIFFERENTIAL CARRIER ASSEMBLY -
SERVICE WITH FINAL DRIVE IN PLACE UNDER TRUCK . . . . . . . . . . . . . . . G5-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Differential Cage Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Pinion Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Differential Cage Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Spider Gear Bearing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9
Spider Gear Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9
Differential Cage Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9
Pinion Installation And Bearing Adjustment . . . . . . . . . . . . . . . . . . . G5-10
Differential Cage Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Carrier Bearing And Backlash Adjustment . . . . . . . . . . . . . . . . . . . . G5-12
FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . G6-1
PLANETARY DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1
Planetary Drive Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1
Planetary Reactor And Ring Gear Removal . . . . . . . . . . . . . . . . . . . . . . G6-2
Planetary Reactor And Ring Gear Installation . . . . . . . . . . . . . . . . . . . . . G6-2
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
Planetary Drive Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
Planetary Carrier Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
Planetary Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
WHEEL HUB AND BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5
G1-2 Index G01008 4/92
TIRES AND RIMS
General Information and Recommendations
The truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before each
working shift. Tire pressure will vary according to
manufacturer and local working conditions. Consult
the tire manufacturer for recommended tire pressure.
Insure valve caps are securely applied to valve stems.
The caps protect valves from dirt build up and damage.
DO NOT bleed air from tires which are hot due to
operation; under such circumstances, it is normal for
pressure to increase in the tire due to expansion.
A bent or damaged rim which does not support the
bead properly may cause abnormal strain on the tire
resulting in a malfunction. If a tire should become
deeply cut, it should be removed and repaired. Ne-
glected cuts cause many tire problems. Water, sand,
grit, dirt and other foreign materials work into a tire
through a cut eventually causing tread or ply separa-
tion.
Tires should be stored indoors, if possible. If stored
outdoors, cover tires with tarpaulin to keep out dirt,
water and other foreign materials. Long exposure to
the sun will cause ozone cracks. Storage should be in
a cool, dry, dark, draft free location. Tires should be
stored vertically. If they must be laid on their sides for
a short period, avoid distortion by stacking no more
than three tires on top of one another. Avoid contact
with oil, grease and other petroleum products.
Before storing used tires, clean thoroughly and inspect
for damage. Repair as necessary. When a truck is
placed in storage, it should be blocked to remove the
weight from the deflated 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 as-
sembly with the tire mounted on the rim.
Resulting gases inside the tire may ignite
causing explosion of tire and rim.
When inflating tires ALWAYS use a safety
cage.
NEVER inflate a tire until the lockring is se-
curely in place.
DO NOT stand in front of or over the
lock ring during inflation procedures.
NEVER overinflate a tire. Refer to tire manu-
facturers recommendations.
ALWAYS keep personnel away from a
wheel and tire assembly when it is being
removed or installed.
DO NOT go near tires after brake fires until
tires have cooled.
The tire and rim weigh approximately
2,800 lbs. (1271 kg). BE CERTAIN tire han-
dling equipment is capable of lifting and
maneuvering the load.
Manual tire removal and installation is possible but, due
to the size and weight of the components, special
handling equipment such as a tire handler as shown
in Figure 2-1 is desirable. Consult local tire vendors for
sources of equipment designed especially to remove,
repair, and install large off-highway truck tires.
FIGURE 2-1. TYPICAL TIRE HANDLER
G02007 3/92 Tires and Rims G2-1
Tire Removal From Rim
When deflating tires, be wary of flying dirt and
debris. Wear eye protection at all times.
1. Remove valve core and discharge air pressure
completely from tire.
Prying against tire bead may cause damage to tire
bead and will cause air leaks.
2. Break tire loose from bead seat band (2, Figure
2-2).
3. Force bead seat band (2), side ring (1) and tire
away from lockring (3). Remove lockring.
4. Remove O-ring (4) from rim.
5. Remove bead seat band and side ring.
6. Break tire bead loose from back flange side of rim.
7. Remove tire from rim (5).
Tire Installation On Rim
1. Clean all rim components.
2. Install new spud (10, Figure 2-5), if necessary.
3. Install side ring against back flange.
4. Apply tire mounting solution to beads of tire.
5. Install tire on rim. Avoid prying against tire beads.
6. Install side ring (1, Figure 2-2) and bead seat band
(2).
7. Force bead seat band against tire so O-ring (4)
can be installed.
8. Install lockring (3). Be sure lockring is completely
in groove.
Use a safety cage whenever possible. Stand away
from lockring side of rim as tire is being inflated.
Never start inflating unless lockring is securely in
place. Do not stand in front of, or over, lockring
when inflating.
9. Remove core from valve stem.
10. Attach an extension hose with a clip-on air chuck,
remote gauge, and a filtered air supply and inflate
tire to seat tire beads and rim components against
lockring.
11. Discharge air after seating beads, install valve core
and inflate to tire manufacturers recommended
pressure.
Be sure that correct wheel parts are used for as-
sembly. Use of non-compatible parts may not
properly secure the assembly which will result in
violently flying parts upon inflation.
When mounting a used tire, carefully check tire
externally and internally for cuts, interior casing
breaks, torn tread, or damaged beads.
FIGURE 2-2. RIM COMPONENTS
1. Side Ring 4. O-ring
2. Bead Seat Band 5. R im
3. Lock Ring
G2-2 Tires and Rims G02007 3/92
FRONT TIRES AND RIMS
Removal
1. Apply parking brake and block rear wheels.
2. Turn key switch "Off", shut down engine and wait
at least 90 seconds to bleed down steering accu-
mulator. Rotate steering wheel back and forth to
be sure no pressure remains. As a safety precau-
tion, also bleed down brake accumulators. Refer
to Section "J", Brake Accumulator Bleeddown
Procedure.
3. Place jack under spindle or under frame directly
behind horsecollar structure.
4. Raise front end of truck until tire clears ground;
block up securely under frame.
When deflating tires, be wary of flying dirt and
debris. Wear eye protection at all times.
5. Release air from tire.
Do not totally deflate tire. Keep tire inflated to 10-15
psi (69-103 kPa) to assure tire and rim components
remain assembled during tire handling.
6. Inspect brake components for damage or wear.
Inspect hydraulic brake lines for leaking fittings or
damage.
7. Grasp tire assembly with the tire handler.
Do not damage the tire inflation stem during tire
removal.
8. Remove nuts (1, Figure 2-3). Remove lugs (2).
9. Move wheel and tire assembly away from wheel
hub and into clean work area.
Due to its size and weight, always keep personnel
away from a wheel and tire assembly when it is
being removed or installed.
Installation
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Grasp tire assembly with the tire handler and move
into position on wheel hub. Install wheel lugs (2,
Figure 2-3) and nuts (1). Using a 180
o
crisscross
pattern, alternately tighten each nut to 75 ft. lbs.
(101 N.m) torque. Continue tightening nuts in
increments of 75 ft. lbs. (101 N.m) until 300 30
ft. lbs. (407 41 N.m) torque is obtained on each
nut.
2. Check tire inflation for tire manufacturers recom-
mended pressure. Raise truck and remove all
blocking.
3. Operate truck for one load and tighten wheel nuts
again to 300 30 ft. lbs. (407 41 N.m). Check
torque daily until 300 30 ft. lbs. (407 41 N.m)
torque is maintained on each nut. Check torque
intermittently thereafter.
FIGURE 2-3. FRONT WHEEL INSTALLATION
1.Nuts 2. Wheel Lugs
G02007 3/92 Tires and Rims G2-3
REAR TIRE AND RIM
Removal
1. Park truck on level surface and securely block
front tires.
2. Raise final drive enough for tires to clear ground
surface and be removed.
3. Remove rock ejector.
4. Remove inflation extension retainer capscrews (1,
Figure 2-4) grommets (2) and retainer (3).
Do not damage the inflation stem during removal.
Do not totally deflate tire. Keep tire inflated to 10-15
psi (69-103 kPa) to assure tire and rim components
remain assembled during tire handling.
5. After removing inflation extension retainer, deflate
tires. Remove nuts (2, Figure 2-5) and retainers
(3), except one nut and retainer which should be
at the top position of the wheel.
6. Position tire removal apparatus (tire handler, fork-
lift, etc.).
7. Remove remaining nut and retainer. Remove out-
side tire and rim.
8. Remove spacer (6, Figure 2-5).
9. Remove inner tire and rim assembly.
10. Place tires off to one side lying flat. Do not lean on
truck, walls, etc.
Installation
1. Clean all tire mounting surfaces.
2. After safely inflating tires, position inner tire and
rim with wheel hub. Align tire inflation extension in
groove of wheel hub so outside tire inflation ex-
tension will have clearance (Figure 2-5).
3. Install spacer (6).
4. Install outer tire and rim.
5. Install retainers (3) and nuts (2). Tighten to 300
30 ft. lbs. (407 41 N.m torque).
6. Remove blocking from under truck.
7. After truck has hauled one load retighten retainer
nuts to 300 30 ft. lbs. (407 41 N.m torque).
Check torque periodically until proper torque is
maintained.
FIGURE 2-4. TIRE INFLATION RETAINER-REMOVAL
1. Capscrews 3. Retainer
2. Grommets
FIGURE 2-5. REAR WHEEL ASSEMBLIES
1. Side Ring 4. Rim Assembly 7. Lockring 10. Spud
2. Nuts 5. Bead Seat Ring 8. O-ring
3. Retainers 6. Spacer 9. Valve assembly
G2-4 Tires and Rims G02007 3/92
TIRE MATCHING
The matching of tires on drive axle dual wheel installa-
tions is important in order to achieve satisfactory life,
both on the tires and on the load carrying components
of the final drive.
To check matching of duals already mounted on the
truck, use a large square. If one tire is too small, it
becomes obvious as the square is laid across the dual
tires. The square can be made from two 1 in. x 2 in.
wood strips (one piece long enough to span the dual
tires). The two wood strips should be squared with a
carpenters square and rigidly fastened to maintain a
true 90
o
angle.
Matching of tire diameters from one side of an axle to
the opposite side is important to prevent unstable load
shifting, excess load on structural members, and rapid
wear of the internal components of the final drive.
Side by side matching on dual wheel installations is
necessary to prevent excess loading on the tire having
the larger diameter. Mismatched tires on the duals
cause unequal distribution of the load. Rapid wear
and/or tire blowout can result.
Exact limitations are not specified by tire manufactur-
ers, but a general rule is:
Unloaded, inflated tires, when standing side by
side, should not exceed a 1% maximum variation
in their diameters.
Measuring of tire size is most accurate when the tire is
mounted on a wheel, inflated to correct pressure, and
totally unloaded (off the truck, or off the ground, if
mounted on a truck). Use a steel tape placed in the
center of the tread and measure the total circumfer-
ence of the tire. Using the formula below, calculate the
diameter, "d".
diameter "d" = measured circumference 3.1416
diameter "d" x 0.01 = Allowable Variation in size
The tires used on opposite sides of HAULPAK

Trucks
should also be limited to a 1% variation in diameter of
the inflated, unloaded tires.
G02007 3/92 Tires and Rims G2-5
NOTES
G2-6 Tires and Rims G02007 3/92
FRONT WHEEL HUB AND SPINDLES
FRONT WHEEL HUB
Removal
Before removing any brake lines or brake circuit
components be sure brake accumulators are bled
down. To bleed down accumulators:
BLOCK WHEELS OF TRUCK!
Turn key switch "Off", shut down engine
and wait at least 90 seconds to bleed
down steering accumulator. Rotate steer-
ing wheel back and forth; no front wheel
movement should occur.
Brake accumulator bleeder valves are lo-
cated on the Low Pressure Detection Mod-
ule beneath the accumulators on the right
side of the truck.
Bleed down brake accumulators by turn-
ing Bleeder Valve handles counterclock-
wise to open. When accumulators are
completely bled down, close bleeder
valves by turning Bleeder Valve handles
clockwise. Do not leave open.
1. Refer to Front Tire and Rim Removal, this Section,
and remove front tire and rim assembly.
2. Rotate wheel hub (4, Figure 3-1) so drain plug (9)
is down. Drain oil into a suitable container. Hub
holds approximately 1 gal. (3.8 l).
3. Disconnect and cap brake lines at brake calipers
(10).
Each Brake Caliper weighs approximately 140 lbs.
(63.4 kg).
The Wheel Hub Assembly weighs approximately
900 lbs. (408 kg).
Use adequate lifting devices when lifting these
components.
4. Support one brake caliper and remove caliper
mount capscrews (11). Remove caliper. Repeat
for other caliper.
5. Support wheel hub with an adequate lifting device.
6. Remove wheel hub cap (7), roll pin (6) and wheel
nut (8).
7. Slide outboard bearing cone (5) from spindle.
8. Remove wheel hub (4) from spindle.
9. Remove seal runner (1) if necessary.
10. Remove brake disc capscrews (2) and brake disc
(3) if necessary. Refer to Front Disc Brakes, Sec-
tion "J" for brake disc wear limits.
FIGURE 3-1. FRONT WHEEL REMOVAL
1. Seal Runner 6. Roll Pin
2. Capscrew 7. Wheel Hub Cap
3. Brake disc 8. Wheel Nut
4. Wheel hub 9. Drain Plug
5. Bearing Cone, 10. Brake Calipers
Outboard 11. Capscrews
NOTE: For illustration clarity, the brake caliper is shown
in a top mounted position. The 210M has two brake
calipers per front wheel, mounted in a fore-aft position.
The 140M has one brake caliper per front wheel,
mounted in the aft position.
G03009 8/91 Front Wheel Hub and Spindles G3-1
Front Wheel Hub Bearing
And Brake Disc Replacement
1. Remove seal (4, Figure 3-2), seal spacer (5), inner
bearing cone (3) and bearing cups (2 and 1).
2. Clean all metal parts in cleaning solvent.
3. Inspect all seals and bearings and replace as
required.
4. Check seal ring mounting area on wheel hub,
brake adaptor, and spindle for damage that could
cause leakage.
5. Inspect spindle in area of bearing surfaces and
radius (under seal runner) for distress or cracks.
Non-destructive methods of crack detection (dye
penetrant or magnaflux) should be used.
6. Nominal Clearance Dimensions:
Wheel hub bearing cup O.D.
to wheel hub bore I.D.
+ 0.002 in. to + 0.0050 in.
(+ 0.05 mm to + 0.127 mm)
Outboard bearing cone I.D. to spindle O.D.
0.000 in. to + 0.0015 in. (0.0 to + 0.038 mm)
Inboard bearing cone I.D. to spindle O.D.
0.000 in. to + 0.0002 in. (0.0 to + 0.050 mm)
Spindle O.D. to seal runner I.D.
0.000 in. to + 0.0040 in. (0.0 to + 0.101 mm)
7. Install bearing cups in wheel hub. Be sure bearing
cups are tight against shoulder.
8. Install brake disc (7, Figure 3-2) and disc mounting
capscrews (6). Tighten to standard torque.
Front Wheel Hub Installation
And Bearing Adjustment
1. Place inner bearing cone in cup (2, Figure 3-2),
install seal spacer (5) and seal (4).
2. Install seal runner (1, Figure 3-3) if removed. Be
sure seal runner is tight against shoulder.
3. Install wheel hub (4) on spindle. Maintain support
on wheel hub until next step is completed.
4. Install outer bearing cone (6) and retaining nut (9).
FIGURE 3-2. FRONT WHEEL HUB
1. Bearing Cups 5. Seal Spacer
2. Bearing Cups 6. Capscrews
3. Inner Bearing Cone 7. Brake disc
4. Seal
FIGURE 3-3. FRONT SPINDLE AND HUB ASSEMBLY
1. Seal Runner 8. Cap
2. Capscrew 9. Retaining Nut
3. Brake disc 10. Gasket
4. Wheel Hub 11. Brake Calipers
5. Capscrews 12. Capscrews
6. Outer Bearing Cone 13. Brake Lines
7. Roll Pin
G3-2 Front Wheel Hub and Spindles G03009 8/91
5. Tighten wheel hub retaining nut (9) until all bearing
rollers rotate, while rotating wheel hub, then
tighten to next notch and install roll pin (7).
6. Install gasket (10, Figure 3-3), cap (8) and cap-
screws. Tighten capscrews to standard torque.
7. Install brake calipers (11) and capscrews (2).
Tighten capscrews to 1050 ft. lbs. (1423 N.m)
torque.
8. Connect brake lines (13) to calipers.
9. Rotate wheel hub until one fill/drain plug (1, Figure
3-4) is horizontal and one plug is up. Fill with
proper lube. Refer to Lubrication and Service,
Section "P" for lube specifications.
Bleed brakes before placing truck in production. If
new linings and discs were installed, burnish
brakes. Refer to Brake Bleeding and Burnishing,
Section "J ".
Front Wheel Spindle Removal
1. Park truck on level surface. Apply park brake and
securely block rear wheels. Shut down engine.
2. Refer to Front Tire and Rim Removal and remove
these components.
3. The spindle and wheel hub may be removed from
the suspension tube as an assembly. If the wheel
hub assembly or brake disc does not require
service, go to "WARNING" ahead of step 5.
4. Refer to "Front Wheel Hub Removal" and remove
these components if the wheel hub assembly or
brake disc requires service; then go to step 6.
Before removing any brake lines or brake circuit
components be sure brake accumulators are bled
down. To bleed down accumulators:
Turn key switch "Off", shut down engine
and wait at least 90 seconds to bleed
down steering accumulator. Rotate steer-
ing wheel back and forth; no front wheel
movement should occur.
Bleed down brake accumulators by turn-
ing Bleeder Valve handles counterclock-
wise to open. When accumulators are
completely bled down, close bleeder
valves by turning Bleeder Valve handles
clockwise. Do not leave open.
5. Disconnect and cap brake lines.
6. Support tie rod (2, Figure 3-5), steering cylinder
(4) and spindle arm (13) near spindle (11).
7. Remove six capscrews (12).
NOTE: If all or part of the steering linkage requires
service, Refer to "Steering Linkage Ball Stud Removal",
this section.
8. Remove splined nut (1, Figure 3-6) from suspen-
sion tube (2). Refer to Section "M" for Spline Nut
Wrench.
9. Sharply strike the spindle to loosen spindle from
suspension tube. If spindle wont come off, apply
heat in a narrow band, vertically on spindle.
10. Carefully remove spindle assembly.
FIGURE 3-4. WHEEL HUB/DRAIN HOLES
1. Fill/drain Plug 2. Wheel Hub
G03009 8/91 Front Wheel Hub and Spindles G3-3
Front Wheel Spindle Installation
1. Be certain taper of spindle bore and suspension
tube are clean and dry and free of any surface
imperfections or roughness.
2. Raise spindle assembly onto taper of suspension
tube. Install splined nut (1, Figure 3-5).
3. Tighten splined nut to 1100 100 ft. lbs. (1491
135 N.m) torque.
4. Install spindle arm (13, Figure 3-6) on spindle
assembly (11) with six capscrews (12). Tighten
capscrews to 750 ft.lbs. (1017 N.m) torque.
5. Remove supports from tie rod (2), steering cylin-
der (4) and spindle arm (13).
6. Refer to "Front Wheel Hub Installation" and install
these components, if removed.
7. Connect brake lines to calipers.
8. Rotate wheel hub until one drain/fill plug is hori-
zontal and one plug is up. Fill with proper lube.
Refer to Lubrication and Service, Section "P".
9. Install front tire. Refer to "Front Tire Installation".
10. Remove blocks or support stand.
11. Repeat Step 3.
12. Measure toe-in. Toe-in should be 0.0 to 0.625 in.
(0.0 to 15.8 mm). Refer to Toe-In Adjustment
procedure if necessary.
FIGURE 3-5. WHEEL SPINDLE
AND SUSPENSION TUBE
1. Splined Nut 3. Spindle Assembly
2. Suspension Tube
FIGURE 3-6. TIE ROD REMOVAL
1. Cotter Pin 7. Cover
2. Tie Rod 8. Grommet
3. Ball Studs 9. Race
4. Steering Cylinder 10. Boot
5. Nut 11.Spindle
6. Capscrews 12. Capscrews
13.Spindle Arm
Bleed brakes before placing truck in production. If
new linings and discs were installed, burnish
brakes. Refer to Section "J " for Brake Bleeding and
Burnishing.
G3-4 Front Wheel Hub and Spindles G03009 8/91
13. Drive truck empty. Repeat Step 3.
14. Drive truck loaded. Repeat Step 3 until torque is
maintained.
Steering Linkage Removal
1. Park truck on level surface, securely block rear
wheels.
Before removing any steering lines or steering
circuit components be sure steering accumulator
is bled down. To bleed down accumulator:
Turn key switch "Off" to shut down engine
and wait at least 90 seconds to bleed
down steering accumulator. Rotate steer-
ing wheel back and forth; no movement
should occur.
NOTE: It may not be necessary to remove both ends
of tie rod or steering cylinder to make ball stud and
bearing repair. If steering cylinder is removed, cap and
plug hose ends and cylinder ports to prevent dirt from
entering hydraulic system. When ball studs are in-
stalled in tapered bores, be sure that nuts are properly
torqued to prevent movement of ball stud.
2. Support tie rod (2, Figure 3-6) or steering cylinder
(4).
3. Remove cotter pin (1), loosen nut (5) on ball stud.
4. Drive wedge between mount and tie rod end or
steering cylinder end to loosen tapered stud.
5. Remove nut, pull out ball stud.
Steering Cylinder Ball Stud/Bearing Removal
1. Remove capscrews (6, Figure 3-6) cover (7) and
grommet (8).
2. Remove ball stud (3) and race (9) from the cylinder
end.
Steering Cylinder Ball Stud/Bearing Installation
1. Place two halves of ball stud bearing race (9,
Figure 3-6) on ball. Install snap ring.
2. Install bearing race into end of cylinder.
3. Lubricate ball and race.
4. Install grommet (8) cover (7) and capscrews (6).
Tighten to standard torque.
5. Install tapered end of ball stud into mount. Tighten
nut (5) to 800 50 ft. lbs. (1084 67 N.m)
torque.
Tie Rod Ball Stud/Bearing Removal
1. Remove snap ring (11, Figure 3-7) and retainer
(10).
2. Push ball stud (1) and race (8) through rod end.
Tie Rod Ball Stud/Bearing Installation
1. Place two halves of ball stud bearing race (8,
Figure 3-7) on ball. Install snap ring.
2. Install ball stud and bearing race into tie rod end.
3. Lubricate ball and race. Install dirt seal (9).
4. Install tapered end of ball stud into mount. Tighten
nut (12) to 800 50 ft. lbs. (1084 67 N.m)
torque.
FIGURE 3-7. TIE ROD ASSEMBLY
1. Ball Stud 4. Capscrew 7. Link 10. Retainer
2. Socket, R.H. Thread 5. Locknut 8. Bearing Race, Split 11. Snap Ring
3. Socket, L.H. Thread 6. Clamp 9. Dirt Seal 12. Nut
13. Cotter Pin
G03009 8/91 Front Wheel Hub and Spindles G3-5
Front Wheel Toe-in Adjustment
(Bias Ply Tires)
1. Park empty truck on a level surface. Check toe-in
by measuring the distance between front wheels
(centerline to centerline). These measurements
should be taken on a horizontal center line at front
and rear of tire (Figure 3-8).
2. The front measurement, Dimension "A", should be
0.0 to 0.625 in. (0.0 to 15.8 mm) less than rear
measurement, Dimension "B".
3. If adjustment is necessary, loosen clamp bolt nuts
(1, Figure 3-9) on both ends of tie rod eyes.
4. Rotate tie rod (2) until 0.0 to 0.625 in. (0.0 to 15.8
mm) of toe-in is obtained (Figure 3-8).
5. Tighten clamp bolt nuts (1) to standard torque.
NOTE: Be certain clamp and hardware is positioned
"up" as shown in Figure 3-9. This is necessary to avoid
linkage interference during steering.
6. Remove blocks from rear wheels.
(Radial Tires)
NOTE: Set toe-in to zero with the truck fully loaded.
1. Park fully loaded truck on a level surface. Check
toe-in by measuring the distance between front
wheels (centerline to centerline). These measure-
ments should be taken on a horizontal center line
at front and rear of tire (Figure 3-8).
2. The front measurement, Dimension "A", should be
equal to rear measurement, Dimension "B".
3. If adjustment is necessary, loosen clamp bolt nuts
(1, Figure 3-9) on both ends of tie rod eyes.
4. Rotate tie rod (2) until zero toe-in (Dimension "A"
= Dimension "B") is obtained (Figure 3-8).
5. Tighten clamp bolt nuts (1) to standard torque.
NOTE: Be certain clamp and hardware is positioned
"up" as shown in Figure 3-9. This is necessary to avoid
linkage interference during steering.
6. Remove blocks from rear wheels.
FIGURE 3-8. TOE-IN DIMENSIONS
FIGURE 3-9. TIE ROD ADJUSTMENT
1. Clamp, Capscrew & Nut 3. Spindle Arm
2. Tie Rod 4. Frame Member
G3-6 Front Wheel Hub and Spindles G03009 8/91
FINAL DRIVE ATTACHMENTS
FINAL DRIVE ANCHOR
The final drive anchor pin bearing may be replaced
without removing the complete final drive from truck.
Pin Removal
1. Securely block front wheels.
2. Vent all nitrogen from both front suspensions to
allow front of truck to lower when blocked under
hoist cylinder mounts (Step 5). Refer to Section
"H", Oiling and Charging Procedures.
3. Remove drive line (2, Figure 4-1) between final
drive and transmission and set aside.
4. Raise rear of frame until rear suspension are 1 in.
(25.4 mm) from full extension.
5. Securely block under lower hoist cylinder mount
structure (3) of both sides.
6. Securely block rear wheels.
7. Vent nitrogen from rear suspensions to allow the
final drive anchor structure to be lowered (step 13)
when the anchor pin is removed. Refer to Section
"H", Oiling and Charging Procedures.
8. Support anchor structure (1) so that when anchor
pin is removed (step 12) it will not drop, but can
be lowered in a controlled manner far enough for
anchor pin assembly to clear frame mounts.
9. Place jack under either rear suspension lower
mount.
Be sure jack is secure to lower mount so it will not
slide off as jack is extended.
10. Remove lock plug (1, Figure 4-2), splined nut (3)
and electrical ground strap. Refer to Section "M",
Special Tools, for Splined Nut Wrench.
11. Remove retainer bar (8).
12. Remove anchor pin (2).
13. As jack under rear suspension is raised, let off on
anchor structure support until anchor bearing as-
sembly clears frame. As anchor structure comes
down, spacer (4) can be removed.
14. Block final drive securely in this position.
FIGURE 4-1. FINAL DRIVE ANCHOR ATTACHMENT
1. Anchor Structure 3. Hoist Cylinder Mount
2. Drive Line
FIGURE 4-2. FINAL DRIVE ANCHOR PIN ASSEMBLY
1. Lock Plug 6. Capscrew
2. Anchor Pin 7. Final Drive Anchor
3. Splined Nut Structure
4. Spacer 8. Retainer Bar
5. Anchor Bearing Inner Race
G04007 Final Drive Attachments G4-1
Pin Installation
1. Raise anchor structure into position between
frame mounts as jack under rear suspension is
lowered.
2. Install spacer (4, Figure 4-2).
3. Install anchor pin (2).
4. Install retainer bar (8) and capscrews (6). Tighten
to standard torque.
5. Install splined nut (3), tighten to 1500 ft. lbs. (2034
N.m) torque. If lock plug holes do not align,
tighten to next hole. Install lock plug (1). Refer to
Section "M", Special Tools, for Splined Nut
Wrench.
6. Connect electrical ground strap.
7. Install drive line. Tighten capscrews to 100 5 ft.
lbs. (136 7 N.m) torque.
8. Raise rear of frame and remove support from
under lower hoist cylinder mounts.
9. Charge both front and rear suspensions with nitro-
gen. Refer to Section "H", Oiling and Charging
Procedures.
Bearing Removal and Inspection
1. Remove nuts (1, Figure 4-3), capscrews (2) and
retainer (3) from anchor structure.
2. Remove bearing carrier (6) from anchor structure.
3. Remove bearing (4) from carrier.
4. Inspect anchor pin, bearing, bearing carrier, and
bore of anchor structure. Replace any damaged
or worn component.
5. Nominal Clearance Dimensions:
Bearing carrier O.D. to anchor structure bore I.D.
+ 0.0010 to + 0.0030 in.
(0.025 mm to 0.076 mm).
Bearing O.D. to carrier I.D.
+ 0.0005 to + 0.0015 in.
(0.013 mm to 0.038 mm).
Bearing I.D. to pin O.D.
+ 0.0008 to 0.002 in
(0.020 mm to 0.050 mm).
Bearing Installation
1. Clean all parts.
2. Install bearing assembly (4, Figure 4-3) into carrier
(6). Be certain outer race is against shoulder of
carrier.
3. Install carrier into bore of anchor structure (5).
4. Install bearing retainer (3), capscrews (2) and nuts
(1). Tighten to standard torque.
PANHARD ROD
Removal
1. Park truck on level surface and securely block
wheels.
2. Securely support frame on each side under lower
hoist cylinder mounts (3, Figure 4-1).
3. Support panhard rod (1, Figure 4-4).
4. Remove nuts (3), capscrews (2) and retainers (4)
from both panhard rod pins (5).
5. Remove panhard rod pins and panhard rod from
frame and final drive case.
Installation
1. Raise panhard rod into position.
2. Install pins
When installing panhard rod, misalignment of sec-
ond pin and bearing will probably occur. Raise or
lower frame with jacks or adequate lifting device
ON EACH SIDE OF FRAME.
DO NOT use rear suspensions, because there is no
restraint to keep frame from shifting to one side or
the other.
FIGURE 4-3. ANCHOR PIN BEARING
1. Nut 4. Bearing Assembly
2. Capscrew 5. Anchor Structure
3. Bearing Retainer 6. Bearing Carrier
G4-2 Final Drive Attachments G04007
3. Install retainers (4), capscrews (2) and nuts (3).
Tighten capscrews to standard torque.
Bearing Replacement
1. Remove one snap ring (1, Figure 4-5) from each
end of panhard rod bores.
2. Remove bearing (2) from each end of panhard rod.
3. Inspect panhard rod pin bearing bores. Replace
any component damaged or worn beyond the
following limits:
Nominal Clearance Dimensions:
Bearing O.D. to panhard rod bore I.D.
0.0004 in. to + 0.0018 in.
(0.010 mm to 0.045 mm).
Bearing I.D. to pin O.D.
0.0000 in to + o.0006 in.
(0.000 mm to 0.015 mm).
Panhard rod pin mount bores I.D. to pin O.D.
+ 0.0010 in. to + 0.0040 in.
(0.025 mm to 0.101 mm).
4. Clean all parts being reused.
5. Install bearing (2) in each end of panhard rod
bearing bore firmly against snap ring.
6. Install other snap ring (1) for both bearings.
FIGURE 4-4. PANHARD ROD ATTACHMENT
1. Panhard Rod 4. Retainers
2. Capscrew 5. Panhard Rod Pin
3. Nut
FIGURE 4-5. PANHARD ROD BEARING
1. Snap Rings 2. Bearing Assembly
G04007 Final Drive Attachments G4-3
NOTES
G4-4 Final Drive Attachments G04007
FINAL DRIVE ASSEMBLY
The 210M HAULPAK

final drive assembly consists of


a differential assembly, two oil cooled wet disc brake
assemblies, and two outboard mounted planetary
drive assemblies.
The power path enters the final drive through a straddle
mounted bevel pinion which drives a ring gear and
differential cage. The differential cage drives side gears
through the spider pinion and cross. The side gears
drive sun pinion shafts to planet sun gears in the wheel
hub planetaries. The planet gear carrier attached to
wheel hub reacts against a fixed planetary ring gear to
drive the rear wheels of the truck. See Figure 5-1.
COMPLETE FINAL DRIVE ASSEMBLY
Removal
NOTE: The Differential Carrier Assembly may be serv-
iced without removing the complete final drive assem-
bly from under the truck. Instructions for this service is
covered later in this section.
Make sure jacks, lifting equipment and rigging
have adequate capacity and are securely attached
to raise and hold rear of truck until blocking or
support stands are securely installed. Total weight
of rear end of truck (without body liners) is approxi-
mately 48,000 lbs. (21 792 kg). Weight of final drive
assembly with tires is approximately 24,000 lbs. (10
896 kg).
1. Park truck on level surface.
2. Securely block front tires.
3. With engine running, release parking brake and
disconnect linkage. Refer to Section "J", Parking
Brake Removal for instructions for disconnecting
parking brake linkage. Shut down engine.
4. Raise rear of frame high enough to clear final drive
case as it is rolled from under truck.
5. Securely block under lower hoist cylinder mount
structure (3, Figure 5-2) of frame.
6. Block rear wheels to prevent final drive assembly
from moving.
7. Remove drive line (2) between final drive and
transmission. Slide drive line out of protector and
set aside.
FIGURE 5-1. FINAL DRIVE ASSEMBLY
G05006 02/92 Final Drive Assembly G5-1
Before removing any brake lines or brake circuit
components be sure brake accumulators are bled
down. To bleed down accumulators:
Turn key switch "OFF", shut down engine
and wait at least 90 seconds to bleed
down steering accumulator. Rotate steer-
ing wheel back and forth; no front wheel
movement should occur.
Bleed down brake accumulators by turn-
ing Bleeder Valve handles counterclock-
wise to open. When accumulators are
completely bled down, close bleeder
valves by turning Bleeder Valve handles
clockwise. Do not leave open.
8. Disconnect all hydraulic lines to wet disc brake
assemblies. Cap/plug all ports and hoses to pre-
vent dirt entry.
9. Remove rock ejectors from both sides of body.
10. Completely vent nitrogen from both rear suspen-
sions. Refer to Section "H", Oiling and Charging
Procedures.
11. Attach lifting device to a rear suspension. Refer to
Section "H", Rear Suspension Removal. Remove
both suspensions.
12. Refer to Final Drive Attachment, this Section, for
Anchor Pin and Panhard Rod Removal. Remove
these components.
NOTE: If differential is completely locked up, it will be
necessary to remove wheel planetary sun gears so
final drive assembly can be rolled out from under
frame. Refer to Figure 5-4.
13. Remove any electrical wiring or lube lines that may
interfere with removal of the final drive assembly.
14. Remove blocks from behind rear wheels.
15. While supporting anchor structure, roll final drive
out from under frame.
Installation
1. Align final drive assembly to frame.
2. Roll final drive under frame and block wheels.
3. Raise anchor structure (1, Figure 5-2) into position
between frame mount. Refer to Final Drive Attach-
ment, this Section, for Anchor Pin Installation.
Install Anchor Pin.
4. Raise panhard rod to connect to frame. Refer to
Final Drive Attachment, this Section, for Panhard
Rod Installation. Install Panhard Rod.
5. Attach lifting device to a rear suspension. Refer to
Section "H", Rear Suspension Installation. Install
both suspensions.
6. Install drive line (2) with slip joint end toward
transmission. Tighten companion flange cap-
screws to 100 5ft.lbs.(135.6 6.8Nm) torque.
7. Install all hydraulic lines to rear brake assemblies
and connect electrical ground strap at anchor pin.
Before placing truck in production, brakes must be
bled. Refer to Section "J " for Brake Bleeding pro-
cedure.
8. Install rock ejectors on both sides of body.
FIGURE 5-2. FINAL DRIVE ANCHOR ATTACHMENT
1. Anchor Structure 3. Hoist Cylinder Mount
2. Drive line
G5-2 Final Drive Assembly G05006 02/92
9. Raise rear of frame and remove blocks or support
stands from under lower hoist cylinder mount
structure.
10. Start engine, release parking brake, install linkage
from park brake actuator to park brake lever.
Refer to Section "J", Parking Brake Installation for
instructions for connecting parking brake linkage.
Apply park brake, shut down engine.
11. Charge all suspensions. Refer to Section "H",
Suspension Oiling and Charging Procedure.
DIFFERENTIAL CARRIER ASSEMBLY --
SERVICE WITH COMPLETE FINAL
DRIVE ASSEMBLY REMOVED FROM
UNDER TRUCK
Removal
This removal procedure is with tires and rims installed
on wheel hubs. Position final drive assembly in work
area and securely block rear wheels.
1. Thoroughly clean front of differential carrier as-
sembly (2, Figure 5-3) and front of final drive case.
2. Prepare to drain 53 gal. (200 l) of oil from final drive
case. Remove drain plug.
3. Raise anchor structure (5) to vertical position and
hold.
4. Securely block final drive case so it will not rotate
as differential assembly is removed and installed.
5. Remove capscrews (4) securing anchor structure
(5) to final drive case.
NOTE: Match mark anchor structure to final drive case
as it is possible to install anchor structure upside
down.
6. Lift anchor structure from final drive case.
7. Remove sun gear cover (4, Figure 5-4) from both
wheel planet carriers.
FIGURE 5-3. DIFFERENTIAL CARRIER ASSEMBLY
1. Capscrews 3. O-Ring
2. Differential Carrier 4. Capscrews
Assembly 5. Anchor Structure
FIGURE 5-4. PLANETARY DRIVE ASSEMBLY
1. Thrust Bushing 6. Snap rings
2. Sun Gear Shaft 7. Sun Gear
3. O-ring 8. Drain Plug
4. Sun Gear Cover 9. Ring gear
5. Thrust Plug
G05006 02/92 Final Drive Assembly G5-3
8. Remove thrust plug (5) from end of sun gear shaft
(2) in each wheel.
9. Take off snap rings (6). Slide out sun gears (7).
10. Pull out sun shaft (2) approximately 12 in. (304
mm) on each side.
11. Remove capscrews (1, Figure 5-3) securing differ-
ential carrier assembly to final drive case.
12. Install a capscrew in each of the threaded holes of
the carrier flange. Tighten evenly to raise differen-
tial carrier.
13. After differential carrier assembly is raised, place
a steel wedge between flange and case to hold
carrier assembly. Remove puller capscrews.
14. Install lift eyes in threaded holes of flange.
NOTE: The ring gear is on left side of assembly when
viewed from rear of final drive case, as it is installed in
truck. Adjust rigging so pick point is approximately at
edge of companion flange retainer plate toward ring
gear side, so assembly comes out straight.
15. Attach lifting device and raise assembly from final
drive case.
Installation
1. Install O-ring (3, Figure 5-3) on differential carrier
assembly pilot diameter.
2. Coat pilot and O-ring with clean gear lube oil of the
same type used in final drive assembly.
3. Install two 0.750 in. x 3" guide bolts in bolt circle
of final drive case.
4. Position differential carrier assembly above final
drive case. Align carrier support bosses (A, Figure
5-5) with bosses in final drive case.
5. Lower carrier into case. Observe that O-ring is not
damaged as carrier goes into the final drive case.
6. Install capscrews (1 Figure 5-3) and tighten to
standard torque.
7. Position anchor structure (5) on final drive case,
aligning match marks provided at disassembly. If
no match marks were made, anchor pin bearing
bore must be above spiral bevel pinion center line
when pinion is horizontal.
8. Install anchor structure mount capscrews (4).
Tighten to standard torque.
9. Slide each sun gear shaft (2, Figure 5-4) into
differential.
10. Install thrust bushing (1) on sun gear shaft if
removed.
11. Install sun gear (7) it may be necessary to rotate
companion flange to engage sun gears to pinion
shaft and planet gears.
12. Install snap rings (6) and thrust plugs (5).
13. Install sun gear covers (4) O-rings (3) and cap-
screws. Tighten to standard torque.
14. Attach lifting device to anchor structure. Remove
blocks and rotate anchor structure to ground.
15. Fill final drive housing at center case fill plug until
oil level is at bottom of fill hole. Oil must flow from
center housing out to both planetaries; add oil
until level is maintained at bottom of fill hole. Allow
approximately 15 minutes for a proper fill.
A complete fill will require approximately 53 gal.
(200 l) of oil. Refer to Lube Chart, Section "P", for
proper gear lube oil.
FIGURE 5-5 . INSTALLING DIFFERENTIAL CARRIER
G5-4 Final Drive Assembly G05006 02/92
DIFFERENTIAL CARRIER ASSEMBLY --
SERVICE WITH FINAL DRIVE IN PLACE
UNDER TRUCK
NOTE: To prevent dirt from entering final drive case as
differential assembly is removed and installed, thor-
oughly clean under side of body and all surrounding
components.
Removal
1. Position all four rear tires on 8 inch blocks to allow
for clearance when removing differential assem-
bly from under truck. Securely block wheels so
truck will not move.
2. Position a container which will hold at least 53 gal.
(200 l) of oil under final drive case. Remove drain
plug and drain oil from final drive.
3. Raise body and install body up pins (1, Figure 5-6).
4. Remove clamps (3, Figure 5-7) from exhaust
tubes.
5. Remove exhaust box (1), mount capscrews (2).
6. Remove left hand exhaust pipe spring clamp (4).
Move left hand exhaust pipe as far left as possible.
7. Remove drive line capscrews. Remove drive line
(2, Figure 5-2) and drive line protector.
8. Set drive line aside.
9. Remove planetary sun gear covers (4, Figure 5-4).
Pull sun gear shafts (2) out on each side approxi-
mately 12 in. (304 mm).
10. Remove top two differential assembly mount cap-
screws (1, Figure 5-8).
11. Attach lifting bracket (2) with two capscrews to
threaded holes of differential carrier housing. Po-
sition bracket so capscrews are in center of slot
holes of bracket for assembly removal.
12. Attach lifting device to bracket.
13. Place a metal plate [1/8 -- 1/4 in. (3-6 mm) thick by
4 ft. (1.22 m) square] under anchor structure. The
differential assembly will be set on the plate and
plate will then be pulled from under truck.
FIGURE 5-6. BODY UP PIN INSTALLATION
1. Body Up Retaining Pin 3. Body Pivot Pin
2. Body 4. Main Frame
FIGURE 5-7. EXHAUST PIPING
1. Exhaust box 3. Clamps
2. Mount capscrews 4. Spring Clamp
FIGURE 5-8. DIFFERENTIAL ASSEMBLY REMOVAL
1. Capscrews 3. Threaded holes
2. Lifting bracket
G05006 02/92 Final Drive Assembly G5-5
14. Remove remaining differential assembly mount
capscrews.
15. Install two puller bolts in threaded holes (3) to start
differential assembly out of case.
16. Support differential assembly with lifting device
manuever differential toward front of truck until
carrier bolt flange contacts anchor structure. Re-
fer to Figure 5-9.
17. Rotate ring gear side of assembly into final drive
case and lower slightly until assembly is clear of
final drive housing. (Figure 5-9).
18. Lower assembly to plate.
19. Remove plate and assembly from under truck.
Installation
1. Body should be raised and cleaned and exhaust
piping removed as described in "Removal".
2. Position differential assembly on plate at front of
right rear wheels.
3. Attach lifting bracket (2, Figure 5-8) to threaded
holes at top of carrier bolt flange. Adjust lifting
bracket as necessary by making trial lifts. The ring
gear should be vertical and face of carrier bolt
flange should be nearly parallel to face of final
drive case.
4. Position plate under truck aligning it with the
anchor structure. Attach lifting device and raise
assembly.
NOTE: As differential assembly is raised into position,
be sure no dirt enters final drive case or is present on
assembly.
5. Manuever assembly so carrier flange is contacting
anchor on both sides. (Figure 5-9).
6. Install four guide bolts in face of final drive case.
7. Completely coat pilot of differential carrier and
O-ring with clean gear lube oil of the same type
used in final drive assembly.
8. Move differential assembly into final drive case
aligning guide bolts with holes in carrier bolt
flange.
9. When carrier pilot contacts final drive bore, install
four equally spaced puller capscrews.
10. As carrier is pulled into final drive case, keep final
drive case face and carrier bolt circle flange par-
allel. This will prevent O-ring from being cut.
11. Pull assembly completely into case.
12. Remove guide bolts and puller bolts. Install mount
capscrews and tighten to standard torque.
13. Remove lifting bracket, install remaining mount
capscrews.
14. Install drive line with slip joint end toward transmis-
sion. Tighten companion flange capscrews to 100
5 ft. lbs. (135 6.8 Nm) torque.
15. Install drive line protector.
16. Position exhaust box to exhaust tubing (Figure
5-7).
17. Install exhaust box mount capscrews. Tighten to
standard torque.
18. Install all exhaust tubing clamps.
19. Slide each sun gear shaft (2, Figure 5-4) into
differential. Install covers. Tighten capscrews to
standard torque.
20. Remove body up retaining pins and lower body.
21. Remove blocks from under rear wheels.
22. Fill final drive housing at center case fill plug until
oil level is at bottom of fill hole. Oil must flow from
center housing out to both planetaries; add oil
until level is maintained at bottom of fill hole. Allow
approximately 15 minutes for a proper fill.
A complete fill will require approximately 53 gal.
(200 l) of oil. Refer to Lube Chart, Section "P", for
proper gear lube oil.
FIGURE 5-9. DIFFERENTIAL ASSEMBLY
REMOVAL/INSTALLATION
G5-6 Final Drive Assembly G05006 02/92
Differential Cage Removal
Differential assembly repair is best accomplished using
a stand to support differential carrier. Refer to Section
"M", Special Tools, for instructions for fabricating stand.
1. Position carrier assembly in stand (10, Figure 5-10)
with ring gear up as illustrated.
2. Inspect carrier housing (9) and differential carrier
bearing caps (5) for match marks. If components
have not been previously match marked, stamp
match marks at this time. Caps and carrier are a
matched set when machined and therefore must
be installed in correct position at assembly.
3. Remove capscrews (6) and locks (7).
4. Attach lifting device and support differential as-
sembly.
5. Remove capscrews (4), bearing caps (5), adjust-
ing nuts (2), and bearing cones (1).
6. Raise differential cage assembly (3) from carrier
housing (9).
Pinion Removal
1. Position carrier assembly in stand with companion
flange (3, Figure 5-11) up as illustrated.
2. Remove capscrews (4), retainer plate (5), and
companion flange (3).
3. Remove capscrews (2) and bearing retainer (1).
Threaded pusher bolt holes are present to assist
in removal of retainer.
4. Remove pinion (6) and bearings assembly.
5. Remove pinion nose bearing cup (7) and shims
(8) from carrier.
Differential Cage Disassembly
1. If necessary, remove ring gear mount capscrews
(8, Figure 5-12) and ring gear (7).
FIGURE 5-10. DIFFERENTIAL ASSEMBLY
1. Bearing Cups 6. Capscrews
2. Adjusting Nuts 7. Locks
3. Differential Cage 8. Carrier Bearing Cones
Assembly 9. Carrier Housing
4. Capscrews 10. Stand
5. Bearing Caps
FIGURE 5-11. DIFFERENTIAL PINION
1. Bearing Retainer 5. Retainer Plate
2. Capscrews 6. Pinion
3. Companion Flange 7. Pinion Nose Bearing
4. Capscrew Cup
8. Shims
G05006 02/92 Final Drive Assembly G5-7
2. Inspect differential cap (1) and carrier (12) for
match marks. If not present, stamp marks; the
assembly is machined as a matched set.
3. Remove carrier bearing cones (9), if necessary.
4. Remove capscrews (2) and cap (1).
5. Remove side gear (4) and thrust washer (5).
6. Remove cross (3) and spider gear assemblies (6).
7. Remove other side gear and thrust washer from
carrier.
Spider Gear Bearing Removal
1. Hold head of bearing sleeve (1, Figure 5-13). See
Section "M", Special Tools, for fixture (2) that will
hold spider assembly for nut removal and instal-
lation.
2. Bend back tab of lockwasher (3) and remove nut
(4). See Section "M", Special Tools, for special nut
wrench (5).
3. Remove sleeve (1, Figure 5-14) from bearing
cones (2 & 4).
4. Remove bearing cups (7 & 9) from spider gear (8).
FIGURE 5-12. DIFFERENTIAL CAGE ASSEMBLY
1. Differential Cap 7. Ring Gear
2. Capscrews 8. Capscrews
3. Cross 9. Carrier Bearings
4. Side Gear 10. Roll Pin
5. Thrust Washer 11. Roll Pin
6. Spider Gear Assembly 12. Ring Gear Carrier
FIGURE 5-13. REMOVING/INSTALLING
NUT ON SPIDER GEAR ASSEMBLY
1. Bearing Sleeve 4. Nut
2. Pinion Assembly 5. Differential Locknut
Torquing Base Wrench
3. Lockwasher
FIGURE 5-14. SPIDER GEAR ASSEMBLY
1. Bearing Sleeve 6. Lockwasher
2. Bearing Cone (large) 7. Bearing Cup (small)
3. Spacer 8. Spider Gear
4. Bearing Cone (small) 9. Bearing Cup (large)
5. Nut 10. Roll Pin Slot
G5-8 Final Drive Assembly G05006 02/92
Cleaning and Inspection
1. Clean all parts thoroughly in clean solvent and
blow dry with shop air. Lightly coat parts with just
enough clean oil to prevent rust formation on
machined and bearing surfaces.
2. Check all pinion, ring gear and side gear teeth for
damage, excessive wear or cracks. Inspect all
splines for defects. Use a hard stone to remove
any minor burrs. If either ring gear or spiral bevel
pinion is damged, both will have to be replaced,
as the components are a matched set.
3. Bushing surfaces, bearing rollers and races must
be free of defects - no galling, cracks or rough-
ness. Bearings must turn freely and smoothly.
4. Differential carrier and cover must be free of cracks
or other defects. Mating surfaces must be free of
defects, minor imperfections may be smoothed
clean with a hand stone or emery paper.
5. Inspect all differential components. Replace any
defective parts as necessary.
Nominal Clearance Dimensions:
Differential cap carrier bearing bore I.D. to bearing
cup O.D.
+ 0.0010 in. to + 0.0020 in.
(0.025 mm to 0.051 mm).
Bearing cup O.D. to spiral bevel pinion bearing
carrier bore I.D.
+ 0.0016 in. to + 0.0040 in.
(0.041 mm to 0.102 mm).
Pinion nose bearing cup O.D. to carrier assembly
nose bearing cup I.D.
0.0000 in. to + 0.0030 in.
(0.000 mm to 0.076 mm).
Pinion nose bearing journal O.D. to nose bearing
cone I.D.
+ 0.0008 in. to + 0.0028 in.
(0.020 mm to + 0.071 mm).
Pinion outboard bearing journal O.D. to outboard
bearing cone I.D.
+ 0.0015 in. to 0.0035 in.
(0.038 mm to 0.089 mm).
Differential cage carrier bearing journal O.D. to
bearing cone I.D.
+ 0.0022 in. to + 0.0042 in.
(0.056 mm to 0.107 mm).
Ring gear I.D. to differential ring gear carrier O.D.
0.0000 in. to + 0.0040 in.
(0.000 mm to 0.102 mm).
Differential cage cross pin bore I.D. to cross pin
O.D.
-0.0015 in. to + 0.0015 in.
(-0.038 mm to 0.038 mm).
Cross pin O.D. to spider gear bearing sleeve I.D.
+ 0.0005 in. to + 0.0035 in.
(0.013 mm to 0.089 mm).
Spider gear bearing cups O.D. to spider gear cup
bores I.D.
+ 0.0010 in. to + 0.0030 in.
(0.025 mm to 0.076 mm).
Spider gear bearing cone I.D. to bearing sleeve
O.D.
0.0000 in. to + 0.0150 in.
(0.000 mm to 0.381 mm).
Side gear thrust washer minimum thickness
0.2500 in. 0.0010 in.
(6.350 mm 0.025 mm).
NOTE: If bearing cones or cups are installed with a
press, be sure bore or shaft is free of burrs and nicks.
Lightly cover shaft or bore with oil to aid installation.
When heating bearings, control temperature from
250
o
F - 275
o
F (121
o
C - 135
o
C). Do not use a torch to
heat bearings. After heated bearing is installed, be
sure it is tight against shoulder. If bearing is chilled,
do not exceed -65
o
F (-55
o
C).
Spider Gear Bearing Installation
1. Install bearing cups (7 & 9, Figure 5-14) in spider
gear (8) bores. Be sure cups seat firmly against
shoulders.
2. Place bearing sleeve (1) on fixture (2, Figure 5-13).
3. Install larger cone (2, Figure 5-14) and spacer (3)
on sleeve.
4. Install spider gear with cups (7, 8 & 9).
5. Install small cone (4) lockwasher (6) and nut (5).
6. Using wrench (5, Figure 5-13), tighten nut to 250
25 ft. lbs. (339 34 Nm) torque. Bend tang of
lockwasher into slot of nut.
Differential Cage Assembly
1. If removed, install four roll pins (11, Figure 5-12)
next to cross pin bores. To be flush within 0.030
in. (0.76 mm) of cage outer surface.
2. Position ring gear carrier portion of cage with ring
gear flange down.
G05006 02/92 Final Drive Assembly G5-9
3. Install thrust washer (5). End of roll pin (10) must
be 0.090 in. 0.030 in. (2.3 mm 0.76 mm) below
gear surface of thrust washer.
4. Install one side gear (4).
5. Install cross (3) with four spider gear assemblies
(6). Align slot (10, Figure 5-14) in head of bearing
sleeve with each roll pin (11, Figure 5-12).
6. Install second side gear (4).
7. Place grease or petroleum jelly on thrust washer
surface of differential cage cap. Install thrust
washer. Be sure ends of roll pins (10) are 0.090 in.
0.030 in. (2.3 mm 0.76 mm) below gear sur-
face.
8. Install differential cap (1). Do not dislodge thrust
washer. Align match marks.
9. Install capscrews (2). Tighten to standard torque
and lock wire.
10. As ring gear (7) is installed to flange, be sure no
burrs or dirt get between ring gear and flange
faces. Lube taperhead capscrews with Never-
Seez and install.
11. Tighten ring gear mount capscrews (8) in a criss-
cross pattern to 300 ft. lbs. (406 Nm) torque.
Repeat pattern and increase torque to 600 ft. lbs.
(813 Nm). Repeat pattern and increase final
torque to 900 ft. lbs. (1220 Nm). Lock wire all
capscrews in pairs.
Pinion Installation And Bearing Adjustment
1. Set differential carrier on work surface or in fixture
with spiral bevel pinion bores up.
2. Determine amount of shims (3, Figure 5-15) to be
installed between nose bearing cup (1) and shoul-
der of carrier as follows:
a. Pinion mounting variation is marked on end of
pinion.
b. The nominal shim pack is 0.035 in. (0.89 mm)
for a pinion with 0.000 in. (0.000 mm) mounting
variation.
c. If pinion being installed is stamped with [+ ]
mounting variation dimension, add stamped
variation to nominal 0.035 in. (0.89 mm).
If pinion is stamped with [-] mounting variation
dimension, subtract stamped variation from
0.035 in. (0.89 mm).
EXAMPLE:
Shims for O variation: 0.035 in. (0.89 mm)
Pinion being installed is stamped:
-0.015 in. (-0.38 mm)
O variation: 0.035 in. (0.89 mm)
Subtract pinion marking: 0.015 in. (0.38 mm)
Shim pack is: 0.020 in. (0.51 mm)
d. When assembling shim pack, measure shims
individually. Make shim pack 0.001 in. (0.025
mm) of answer found in Step 2c.
3. Install shims (3) and bearing cup (1) into carrier.
Be sure cup is completely against shims.
4. Install nose bearing cone (2) and outboard bearing
cone (12) on pinion shaft. Be sure cones are tight
against shoulders. Lightly cover cones with oil.
FIGURE 5-15. PINION INSTALLATION
1. Nose Bearing Cup 9. Capscrews
2. Nose Bearing Cone 10. Retainer
3. Shims 11. Seal
4. Carrier Housing 12. Outboard Bearing Cone
5. O-Ring 13. Outboard Bearing Cup
6. Bearing Carrier 14. Shims
7. Capscrews 15. Pinion
8. Companion Flange
G5-10 Final Drive Assembly G05006 02/92
5. Install outboard bearing cup (13) in bearing carrier
(6). Be sure cup is tight against shoulder.
6. Install pinion (15) and bearing carrier (6) with no
shims (14).
a. Install two mounting capscrews equally
spaced, one each, next to each 0.500 in. (12.7
mm) holes.
b. Tighten the two capscrews to 70 ft. lbs. (94
Nm) torque while rotating pinion a minimum of
three times.
c. Increase torque to 140 ft. lbs. (189 Nm) while
rotating pinion a minimum of three times.
d. Repeat Step c. until capscrew torque is main-
tained.
e. Loosen capscrews and rotate pinion three
times.
7. Tighten the two capscrews to 10 ft. lbs. (13.5
N.m) torque as pinion is rotated a minimum of
three times.
a. Raise torque to 15 ft. lbs. (20.3 N.m) as pinion
is rotated a minimum of three times.
b. Repeat Step 7a. until 15 ft. lbs. (20.2 N.m)
torque is maintained.
8. Using a depth micrometer, measure and record
the depth to end of the differential carrier through
the two holes next to the capscrews.
9. Average the two measured depths and subtract
the bearing carrier flange thickness from the av-
erage depth.
NOTE: If bearing carrier flange thickness is not
stamped or etched, measure and record when carrier
is removed for shim installation. Measure at least three
places equally spaced and use an average of the
measurements.
10. Add 0.003 in. (0.076 mm) to dimension established
in Step 9 and make a shim pack within 0.001 in.
(0.025 mm) of this dimension.
EXAMPLE:
Average depth (Step 9): 1.190 in. (30.226 mm)
Subtract flange thickness 1.120 in. (28.448 mm)
Gap: 0.070 in. (1.778 mm)
Add (Step 10) 0.003 in. (0.076 mm)
Required shim pack: 0.073 in. (1.854 mm)
11. Measure shims to obtain + 0.002 in. (0.051 mm)
tolerance.
12. Install O-ring (5, Figure 5-15) on bearing carrier
pilot. Lightly coat with clean gear lube oil of the
same type used in final drive assembly.
13. Install shims (14) and bearing carrier (6).
14. Install capscrews (7) rotate pinion as capscrews
are tightened to standard torque.
15. Install seal (11).
16. Install companion flange (8), retainer (10), and
capscrews (9). Tighten to standard torque.
17. Lock wire capscrews (9).
Differential Cage Installation
1. Position differential carrier in fixture with pinion
down. This will not affect backlash as pinion bear-
ings are preloaded.
2. Install cage carrier bearing cones (8, Figure 5-16)
on cage. Be sure cones are tight against shoul-
ders.
FIGURE 5-16. DIFFERENTIAL ASSEMBLY
1. Bearing Cups 6. Capscrews
2. Adjusting Nuts 7. Locks
3. Differential Cage 8. Carrier Bearing Cones
Assembly 9. Carrier Housing
4. Capscrews 10. Stand
5. Bearing Caps
G05006 02/92 Final Drive Assembly G5-11
3. Install cage carrier bearing cups (1) in differential
carrier.
4. Install differential cage assembly in carrier.
5. Install bearing caps (5). Refer to match marks for
proper position.
6. Install capscrews, tighten enough that bearing
caps are not loose.
7. Install bearing adjustment nuts (2).
Carrier Bearing And Backlash Adjustment
1. Tighten bearing cap mount capscrews (4) to 100
ft. lbs. (135.6 N.m) torque.
2. Adjust nuts (2) to obtain 0.022 in. (0.56 mm)
backlash.
3. Loosen bearing adjustment nuts and remove any
preload on bearings.
4. Set up two dial indicators to measure bearing cap
deflection (Figure 5-17). Set indicator button
against lock plate mount pads. Zero both indica-
tors.
5. Adjust ring and pinion backlash to 0.014 -- 0.018
in. (0355 -- 0.457 mm) with adjusting nuts. Check
backlash at four equal points around ring gear.
6. Tighten both adjusting nuts equally until bearing
caps have deflected a total of 0.005 in. (0.127
mm), combined reading from both indicators.
7. Recheck backlash setting and adjust if necessary.
8. Tighten bearing cap capscrews (4, Figure 5-16) to
750 ft. lb. (1017 Nm) torque and lock wire.
9. Install lock plates (7) and capscrews (6). Tighten
to standard torque and lock wire. Lock plates may
be installed in either direction to achieve half
notch adjustments.
10. Remove from fixture and install differential carrier
assembly in final drive.
FIGURE 5-17. RING AND PINION BACKLASH
ADJUSTMENT
1. Dial Indicators
G5-12 Final Drive Assembly G05006 02/92
FINAL DRIVE PLANETARIES AND WHEEL HUBS
PLANETARY DRIVE
Planetary Drive Removal
1. Securely block front wheels, raise and block up
rear of truck and remove rear wheels. Refer to
"Rear Tire and Rim Removal", this Section.
NOTE: If only disassembly or repair of the planetary
drive is necessary, tires and rims are not required to
be removed. However, the tires and rims must be
secured to the frame or final drive case, so that nuts
and wheel retainers may be removed for access to
planetary drive.
If wheels are not being removed, rotate assembly
before securing tires and rims so that drain plug
(11, Figure 6-1) is at the bottom. If planetary will
not rotate, proceed as follows to remove sun gear
(9).
2. Drain approximately 10 gal. (38 l) of oil from final
drive case.
3. Remove capscrews (4), cover (6), and O-ring (5).
4. Remove thrust plug (7) and retainer ring (8).
5. Remove sun gear (9), and thrust bushing (2) from
sun gear shaft (3).
6. If not done previously, rotate assembly so that
drain plug (11) is at the bottom. Remove drain
plug and drain remaining oil from planetary.
NOTE: A tool can be made to simplify sun shaft re-
moval. Refer to Section "M", Special Tools.
7. Pull sun gear shaft (3).
8. If not done previously, fasten tires and rims and
wheel hub securely to the frame or final drive case,
so that no outward movement can occur. Remove
wheel nuts and retainers.
9. Remove all 12 pt. capscrews (13) retaining planet
carrier (1) to wheel hubs. Attach Planetary Assem-
bly Loading Fixture, SS1125. Refer to Section "M",
Special Tools.
10. Slide planet carrier assembly (1) out on wheel
mount studs far enough to enable attachment of
a lifting device.
11. As planet carrier is removed from studs, balance
carrier assembly as planet gears come out of ring
gear (10). Do not damage threads on wheel re-
tainer studs.
12. If planetary assembly is not to be serviced, store
on wood blocks in a clean area away from work
area. Cover with moisture proof protection.
FIGURE 6-1. PLANETARY DRIVE ASSEMBLY
1. Planet Carrier 8. Retaining Ring
2. Thrust Bushing 9. Sun Gear
3. Sun Gear Shaft 10. Ring Gear
4. Capscrew 11. Drain Plug
5. O-Ring 12. O-Ring
6. Sun Gear Cover 13. Capscrew, 12 pt. head
7. Thrust Plug
G06002 4/92 Final Drive Planetaries and Wheel Hubs G6-1
Planetary Reactor And Ring Gear Removal
1. If not done previously, secure wheel hub to frame
or final drive case to prevent any outward move-
ment when planetary reactor (5, Figure 6-2) is
removed.
2. Cut lock wires and remove retainer capscrews (7),
retainer (6), and shims (8).
The planetary reactor and ring gear assembly
weigh an estimated 300 lbs. (136 kg). Support of
assembly is necessary.
3. Attach tool SS0416 with 3 -- SS0414 threaded
"L"-bolts into large holes in reactor. Tighten bolts
and lift out reactor and ring gear. Move assembly
to a clean work area.
4. Be sure that bearing cone (9) does not slide out.
A spacer may be fabricated to install temporarily
in place of the reactor. Minimum dimensions for
spacer should be: 2.125 in (54 mm) thick, 10.5 in.
(267 mm) O.D., and 9.68 in. (246 mm) I.D. Install
shims, retainer plate and capscrews to hold
spacer in place.
5. Remove lockwire, capscrews (1) and retainers (2)
holding ring gear to reactor. Remove ring gear (4)
from reactor (5).
Planetary Reactor And Ring Gear Installation
1. Install ring gear (4, Figure 6-2) on reactor (5).
2. Install capscrews (1) and retainers (2) holding ring
gear to reactor. Tighten capscrews to standard
torque and lockwire capscrews.
3. If installed, remove capscrews (7), retainer (6),
shims (8) and temporary spacer.
4. Wheel Hub must be in position and bearings
adjusted. Refer to "Wheel Hub and Bearing Instal-
lation", this Section.
The planetary reactor and ring gear assembly
weigh an estimated 300 lbs. (136 kg). Support of
assembly is necessary.
5. Attach tool SS0416 with 3 -- SS0414 threaded
L-bolts into large holes in reactor. Tighten bolts
and lift reactor and ring gear onto splined end of
axle housing. Remove lifting tool.
6. Install shims (8) [as determined in "Wheel Hub and
Bearing Installation"], hub retainer (6), and re-
tainer capscrews (7). Tighten capscrews to stand-
ard torque and lockwire.
FIGURE 6-2. PLANETARY REACTOR AND
RING GEAR ASSEMBLY
1. Capscrew 6. Planetary Reactor
2. Ring Gear Retainer Retainer
3. Wheel Hub 7. Capscrew
4. Ring Gear 8. Shims
5. Planetary Reactor 9. Outboard Bearing Cone
G6-2 Final Drive Planetaries and Wheel Hubs G06002 4/92
Cleaning and Inspection
1. Clean all parts thoroughly in clean solvent and
blow dry with shop air. Lightly coat parts with just
enough clean oil to prevent rust formation on
machined and bearing surfaces.
2. Check planetary carrier, reactor plate and gear
teeth for damage, excessive wear or cracks. In-
spect all splines for defects. Use a hard stone to
remove any minor burrs.
3. Bushing surfaces, bearing rollers and races must
be free of defects - no galling, cracks or rough-
ness. Bearings must turn freely and smoothly.
4. Inspect all components. Replace any defective
parts as necessary.
Planetary Drive Installation
1. Install O-ring (12, Figure 6-1) in O-ring groove of
planetary carrier (1). Lightly cover with clean oil
(same as required in planetary).
2. Attach lifting device and position planetary assem-
bly on wheel rim retainer studs. Do not damage
threads on wheel retainer studs.
3. Align planet gears to ring gear and slide carrier into
wheel hub.
4. Install planetary carrier mounting capscrews (13).
Tighten to standard torque.
5. Install drain plug (11).
6. Install sun shaft (3) into differential.
7. Install thrust bushing (2). Replace bushing if width
is less than 1.845 0.005 in. (46.86 0.12mm).
8. Install sun gear (9) and new retainer ring (8).
9. Install thrust plug (7). Replace thrust plug if thick-
ness of head is less than 0.500 in. (12.7
0.12mm).
10. Install sun gear cover (6) and O-ring (5).
11. Tighten cover capscrews (4) to standard torque.
12. If removed, install rear tires and rims and remove
supports from under truck.
13. Fill final drive housing at center case fill plug until
oil level is at bottom of fill hole. Oil must flow from
center housing out to both planetaries; add oil
until level is maintained at bottom of fill hole.
Allow approximately 15 minutes for a proper fill.
A complete fill will require approximately 53 gal.
(200 l) of oil. Refer to Lube Chart, Section "P", for
proper gear lube oil.
Planet Carrier Disassembly
1. Remove planet pin capscrews (1, Figure 6-3) from
all planet pins.
2. Remove planet pin (3) from carrier.
3. Remove planet gears (2) from carrier. Be prepared
to retrieve bearing cones (4), as they are not
retained in planet gear after removal from carrier.
4. Remove bearing cups (2, Figure 6-4) and spacer
(3) from planet gear.
FIGURE 6-3. PLANETARY CARRIER ASSEMBLY
1. Capscrew 4. Bearing Cone
2. Planet Gear 5. Spacer
3. Planet Pin 6. O-Ring
G06002 4/92 Final Drive Planetaries and Wheel Hubs G6-3
Planet Carrier Assembly
1. Inspect planet gear pins and carrier bores for
damage and nominal clearance dimensions.
Planet carrier pin bore I.D. to pin O.D. - Both Ends:
-0.0005 to + 0.0015 in. (-0.013 to + 0.038 mm)
Planet gear bearing bore I.D. to pin O.D.
+ 0.0005 to + 0.0021 in. (+ 0.013 to + 0.053 mm)
2. Install planet gear bearings in planet gear bore.
Before installing bearing cups, determine correct
location of cup spacer (3, Figure 6-4). The cup
spacer must go into gear bore from side of gear
marked "XX". If no "XX" mark, measure dimensions
A and B. A is longer than B. Stamp XX on A side.
a. If removed, install snap ring (1, Figure 6-4) in
groove of planet gear bore.
b. Install spacer in proper position, install bearing
cups (2) as illustrated.
3. Thoroughly clean planet carrier, pins, gears and
bearings.
4. Block planetary carrier high enough from work
surface, outside surface down, so planet pin
standing on big end will pass under carrier.
5. Install planet gears (2, Figure 6-3) with bearing
cones (4) into carrier.
6. Install O-rings (6) on planet pins (3). Lightly cover
pins and O-rings with clean oil as used in plantary.
7. Start planet pins through bearings. A long, guide
stud thru capscrew hole of carrier into small end
of planet pin will aid in aligning capscrew holes.
8. Pull pins into position.
9. Install capscrews (1) and tighten to standard
torque.
WHEEL HUB AND BEARINGS
Removal
1. Securely block front wheels, raise and block up
rear of truck, and remove rear wheels. Refer to
"Rear Tire and Rim Removal", this Section.
NOTE: Three retaining brackets (3, Figure 6-5) with
capscrews (14) must be installed (to retain rotating
brake disc hub and floating ring seals to brake assem-
bly) before capscrews (10) can be removed from
wheel hub. Refer to Section "M", Special Tools, for
Wheel Hub Retaining Brackets and capscrews.
2. Attach lifting device to wheel hub. Take up slack
and maintain support.
To prevent weight of wheel hub from pushing off
outboard bearing (1, Figure 6-5) and ring gear
reactor, maintain inboard pressure on wheel hub
as retainer capscrews are removed.
3. Remove planetary drive and reactor. Refer to
"Planetary Drive Removal" and "Planetary Reactor
And Ring Gear Removal", this Section.
4. Slide off bearing cone (1, Figure 6-5). Remove
capscrews (10) holding wheel hub (13) onto brake
hub assembly. Retaining brackets (3) must re-
main attached to brake hub and brake hous-
ing.
FIGURE 6-4. PLANET GEAR AND BEARINGS
1. Snap Ring 3. Spacer
2. Bearing Cups
G6-4 Final Drive Planetaries and Wheel Hubs G06002 4/92
5. Remove wheel hub (13) from axle housing. Re-
move bearing cone (12) from axle housing.
6. Remove seal carrier (5) and floating ring seal (4)
along with O-ring (6). Discard O-ring.
7. Remove bearing cups (2 & 11).
Installation
1. Clean all mounting surfaces. Install bearing cups
(2 & 11, Figure 6-5). Install new O-ring (9) onto
wheel hub (13).
2. Install seal carrier (5) with floating ring seal (4):
Floating Ring Seal Installation:
Refer to Section "J", "Rear Wet Disc Brake
Assembly" for this procedure.
FIGURE 6-5. WHEEL HUB ASSEMBLY AND BRAKE ASSEMBLY
1. Bearing Cone 4. Floating Ring Seal Assy 8. Floating Ring Seal Assy 12. Bearing Cone
2. Bearing Cup 5. Seal Carrier 9. O-Ring 13. Wheel Hub
3. Hub Retaining Bracket 6. O-Ring 10. Capscrew 14. Capscrews (6)
(Special Tool -- 3 req.) 7. Pin 11. Bearing Cup (0.375 UNC x 1.0 in.)
G06002 4/92 Final Drive Planetaries and Wheel Hubs G6-5
3. Install inboard bearing cone (12) tightly against
seal carrier (5).
NOTE: RETAINING BRACKETS (3, Figure 6-5) must
remain in place until wheel hub and planetary reactor
have been installed. Remove retaining brackets (see
step 8) before bearing adjustment and final tightening
of retainer capscrews (7, Figure 6-6) has been com-
pleted.
4. Check outboard bearing cone (1, Figure 6-5) and
reactor (5, Figure 6-6) for slip fit on axle housing.
5. Install wheel hub (13, Figure 6-5) with O-ring (9)
and bearing cone (1) onto final drive axle housing.
6. Install planetary reactor (5, Figure 6-6) and retainer
(6) without shims. Place four equally spaced cap-
screws (7) into retainer with two capscrews in a
horizontal position next to the 0.781 in. (19.8 mm)
diameter holes (1, Figure 6-7).
7. Install capscrews (10, Figure 6-5). Do not tighten.
8. Remove retaining brackets (3, Figure 6-5) and their
capscrews (14). Save retaining brackets for future
use. Reinstall capscrews in holes and tighten.
9. Tighten capscrews (10, Figure 6-5) to standard
torque.
10. Tighten the four retainer capscrews (installed in
step 6.) to 100 ft. lbs. (135.6 N.m) torque and
rotate wheel hub a minimum of three revolutions.
11. Tighten same capscrews to 200 ft. lbs. (271.0
N.m) and rotate wheel hub (3) revolutions mini-
mum.
12. Repeat step 11 as required until capscrew torque
is maintained.
13. Remove the vertically positioned capscrews,
loosen the horizontally positioned capscrews,
and rotate the wheel hub.
14. Tighten the two remaining capscrews to 15 ft. lbs.
(20.3 N.m) torque and rotate the wheel hub a
minimum of three revolutions.
15. Tighten the same two capscrews to 30 ft. lbs.
(40.7 N.m) torque and rotate the wheel hub a
minimum of three revolutions.
16. Tighten the same two capscrews to 30 ft. lbs.
(40.7 N.m) torque. Do not rotate wheel hub.
FIGURE 6-6. PLANETARY REACTOR AND
RING GEAR ASSEMBLY
1. Capscrew 6. Planetary Reactor
2. Ring Gear Retainer Retainer
3. Wheel Hub 7. Capscrew
4. Ring Gear 8. Shims
5. Planetary Reactor 9. Outboard Bearing Cone
G6-6 Final Drive Planetaries and Wheel Hubs G06002 4/92
17. Using a depth micrometer, measure and record
the depth to the end of the axle housing through
the two holes (1, Figure 6-7) adjacent to the two
capscrews.
18. Average the two measured depths and subtract
the thickness of the retainer (6) [ETCHED ON
SURFACE OF RETAINER] from the average depth.
19. Add 0.002 in. (0.05 mm) to the dimension estab-
lished in Step 16 and make a shim pack of this
dimension within 0.001 in. (0.025 mm). This will
provide a nominal assembled preload of 0.005 in.
(0.127 mm).
NOTE: When assembling shim pack, measure each
shim individually and record each measurement. Se-
lect shims which will add up to the required shim pack
determined in Step 17.
EXAMPLE:
Average Depth 0.939 in. (23.850 mm)
Subtract Etched Dim. - 0.875 in. (22.220 mm)
GAP 0.064 in. (1.620 mm)
Add Constant + 0.002 in. (0.050 mm)
Required Shim Pack 0.066 in. (1.670 mm)
20. Install shim pack (8, Figure 6-6) and retainer plate
(6) as shown. While rotating wheel hub, tighten
capscrews (7) in successive steps as follows:
Tighten all capscrews to 100 ft.lbs. (136 N.m)
torque.
Tighten all capscrews to 200 ft.lbs. (271 N.m)
torque.
Finally, tighten all capscrews to 300 30 ft. lbs.
(406.8 41 N.m) torque.
FIGURE 6-7. MEASURING DEPTH FOR SHIMS
1. Holes for Depth 3. Reactor Retainer
Measurement Plate
2. Lube Oil Transfer
Holes (4)
G06002 4/92 Final Drive Planetaries and Wheel Hubs G6-7
NOTES
G6-8 Final Drive Planetaries and Wheel Hubs G06002 4/92
SECTION H
HYDRAIR SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
REAR SUSPENSION SPHERICAL BEARING REPAIR
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
HYDRAIR

SERVICE KIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1


Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-2
SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS . . . . . . . . . . . . H4-2
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 CHARTS . . . . . . . . . . . . . . . . . . . . . H4-6
H01007 4/92 Index H1-1
H1-2 Index H01007 4/92
FRONT SUSPENSIONS
The HYDRAIR

II suspensions are hydro-pneumatic


components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assembly.
The front suspension cylinders consist of two basic
components; a suspension housing attached to the
truck frame and a suspension rod attached to the front
spindle. The front suspension rods also act as kingpins
for steering the truck.
The HYDRAIR

II suspension cylinder requires only


normal care when handling as a unit. However, after
being disassembled these parts must be handled 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
clean during assembly.
Removal
1. Park unloaded truck on hard level surface. Block
wheels and apply parking brake. Refer to Section
G, "Front Tire and Rim", and to "Front Wheel Hub
and Spindle", to remove front wheel, tire, front
wheel hub, and spindle.
2. Remove clamp and boot from around suspension.
3. Discharge nitrogen pressure from suspension by
removing charging valve guard (5, Figure 2-2) and
charging valve cap (1, Figure 2-1). Turn the charg-
ing valve swivel nut (4, small hex) counterclock-
wise three full turns to unseat valve seal (DO NOT
turn more than three turns). DO NOT TURN
LARGE [3/4 in. (19 mm)] HEX (see DANGER
below). Wearing face mask or goggles, depress
valve stem (3) until all nitrogen pressure has been
relieved.
Make certain only the swivel nut turns. Turning the
complete charging valve assembly may result in
the valve assembly being forced out of the suspen-
sion by the gas pressure inside.
4. After all nitrogen pressure has been relieved, re-
move charging valve assembly (Figure 2-1) and
discard O-ring (9).
5. Attach lifting device to threaded holes (1, Figure
2-2) in suspension housing.
FIGURE 2-1. CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
(Small Hex)
5. Rubber Washer
6. Valve Body
(Large Hex)
7. O-Ring
8. Valve Stem
9. O-Ring
FIGURE 2-2. SUSPENSION REMOVAL/INSTALLATION
1. Threaded Holes 4. Nuts
2. Mounting Capscrews 5. Charging Valve
3. Washers Guard
H02007 Front Suspensions H2-1
6. Remove suspension mounting capscrews (2),
nuts (3) and washers (4).
Suspension weighs approximately 1,062 lbs. (482
kg). Be certain that lifting device is of adequate
capacity.
7. Move suspension away from frame. Retract sus-
pension rod and install charging valve cap and
protector.
Installation
1. Clean all paint or protective coating from mounting
surface of suspension. Assure that mount sur-
faces of suspension and frame are smooth and
free of any oil.
2. Install shear bar in slot on frame suspension mount
surface.
3. Attach lifting device to suspension housing and
raise into position on frame.
Suspension weighs approximately 1,062 lbs. (482
kg). Be certain that lifting device is of adequate
capacity.
4. Install mount bolts (2), washers (3) and nuts (4,
Figure 2-2).
5. Tighten nuts to 750 75 ft. lbs. (1017 101 N.m)
torque.
6. Install front spindle, hub, wheel and tire. Refer to
Section "G" for installation procedures.
7. After installation of suspension, it will be necessary
to check oil level and charge with nitrogen gas.
Refer to "Suspension Oiling and Charging" proce-
dure, this section.
8. Install boot and boot clamp on suspension.
FIGURE 2-3. SUSPENSION ASSEMBLY
1. Valve Guard 8. Upper Bearing Retainer
2. Drain Plug 9. Capscrews & Washers
3. Capscrew 10. Bearing Retainer Cap
4. Cap 11. Steel Ball
5. Housing 12. Capscrew
6. Tube 13. Lower Bearing Retainer
7. Upper Bearing 14. O-Rings/Backup Rings
H2-2 Front Suspensions H02007
Disassembly
1. Suspension contains approximately 3.5 gal. (13.25
l) of oil.
2. Remove charging valve protector (1, Figure 2-3)
charging valve cap and loosen 5/8 in. (16 mm) nut.
3. Depress valve core to be sure all nitrogen is vented
from suspension. Use eye protection when vent-
ing Nitrogen gas. After all nitrogen pressure has
been relieved, remove charging valve assembly
(Figure 2-1) and discard O-ring (9).
4. With rod extended fully, remove plug (2, Figure
2-3) from bottom of suspension tube and drain oil.
5. Remove capscrews (3), securing cap (4) to hous-
ing (5). Remove O-rings and backup rings (14).
6. Two threaded holes are provided in cap for cap
removal from housing.
7. Remove cap and tube (6) from housing.
8. Remove upper bearing (7) from upper bearing
retainer (8).
9. Remove capscrews and washers (9) securing
upper bearing retainer cap (10) to tube, if neces-
sary.
10. Remove upper bearing retainer (8), as bearing
retainer is removed, two balls (1) can also be
removed.
11. Remove capscrews (12) securing lower bearing
retainer (13) to housing.
12. Use puller holes in retainer flange to aid in removing
retainer from housing.
13. Remove lower bearing (1, Figure 2-4), step seal (2),
rod seal (3) and wiper (4) from lower bearing
retainer. Remove O-rings and backup rings from
O.D. of retainer.
Inspection
1. If scratches or scores are found in housing or on
suspension tube, contact your HAULPAK

Dis-
tributor.
2. Maximum clearance between new upper bearing
and housing is 0.020 in. (0.50 mm).
3. Maximum clearance between new lower bearing
to suspension tube is 0.020 in. (0.50 mm).
FIGURE 2-4. LOWER BEARING RETAINER SEALS
1. Lower Bearing 3. Double Lip Rod Seal
2. Step Seal and 4. Wiper
Step Seal O-Ring
H02007 Front Suspensions H2-3
Assembly
1. Clean all components thoroughly.
2. Lightly coat all O-rings, backup rings, seals and
wiper with petroleum jelly or suspension oil.
3. Install O-rings and backup rings (1, Figure 2-5) to
pilot of suspension cap (2).
4. Install step seal O-ring (3) and step seal (4).
Position step seal lip toward bearing of lower
retainer.
5. Install rod seal (6) with lip toward bearing of lower
retainer (Figure 2-5).
6. Install wiper (7) with lip pointing away from bear-
ing.
7. Install bearing (8).
8. Install backup rings and O-ring on O.D. of lower
bearing retainer.
9. Install lower retainer (9) into housing. Install wash-
ers and capscrews (5). Tighten to standard
torque.
10. If removed, install retainer cap, washer (10) and nut
to suspension cap. Tighten nut to 800 ft. lbs.
(1084 N.m) torque.
11. Place two 3/4 in. (19 mm) balls (11) in pockets of
tube. Install upper bearing retainer.
12. Install retainer cap (12), washers and capscrews
(13). Tighten to standard torque.
13. Install upper bearing (14) on upper retainer (18).
14. Insert tube (15) and cap (2) into housing. Install
capscrews (16). Tighten to standard torque.
15. Install plug (17) in bottom of tube. Tighten to 13 ft.
lbs. (17.5 N.m) torque.
16. Add 3.5 gal. (13.25 l) of suspension oil thru charg-
ing valve hole in cap of suspension.
17. Install charging valve assembly (Figure 2-1) with
new O-ring (9). Tighten 3/4 in. (19 mm) nut of
charging valve to 16.5 ft. lbs. (22.4 N.m) torque.
18. If new charging valve is used, tighten 5/8 in. (16
mm) nut to 10.5 ft. lbs. (14 N.m) torque, loosen,
retighten to 10.5 ft. lbs. (14 N.m) torque, loosen,
retighten to 4 ft. lbs. (5.5 N.m) torque. If old valve
is reused, tighten 5/8 in. (16 mm) nut to 4 ft. lbs.
(5.5 N.m) torque.
19. Correct oil level will be established when suspen-
sion is mounted on truck. Refer to Suspension
Oiling and Charging procedure, this section.
FIGURE 2-5. SUSPENSION ASSEMBLY
1. O-Rings/Backup Rings 10. Washer
2. Cap 11. Steel Ball
3. Step Seal O-Ring 12. Bearing Retainer Cap
4. Step Seal 13. Capscrews & Washers
5. Capscrews & Washers 14. Upper Bearing
6. Double Lip Rod Seal 15. Tube
7. Wiper 16. Capscrews
8. Lower Bearing 17. Drain Plug
9. Lower Bearing 18. Upper Bearing Retainer
Retainer
H2-4 Front Suspensions H02007
REAR SUSPENSIONS
The HYDRAIR

II suspensions are hydro-pneumatic


components containing oil and nitrogen gas. The oil
and gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assembly.
The rear suspension cylinders consist of two basic
components; a suspension housing attached to the
truck frame and a suspension rod attached to the final
drive center case.
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
clean during assembly.
Removal
Raising the rear frame of the truck will be required for
rear suspension removal and installation. Jacking un-
der the hoist cylinder frame mounts is recommended.
If jacks are unavailable, the frame can be raised and
lowered as required by utilizing the suspension as a
jack; charging with nitrogen to raise the frame, and
releasing the nitrogen to lower the frame.
1. Park unloaded truck on hard level surface. Block
wheels and apply parking brake.
2. Raise rear of truck frame to fully extend piston of
suspension to be removed.
3. With suspension piston fully extended, place
blocks between frame and final drive case bumper
pads. Be sure blocks will not shift.
4. Discharge nitrogen pressure from suspension by
removing charging valve guard (1, Figure 3-3) and
charging valve cap (1, Figure 3-1). Turn the charg-
ing valve swivel nut (4, small hex) counterclock-
wise three full turns to unseat valve seat (DO NOT
turn more than three turns). DO NOT TURN
LARGE HEX (6), see DANGER below. Wearing
face mask or goggles, depress valve stem until all
nitrogen pressure has been relieved.
Make certain only the swivel nut turns. Turning the
complete charging valve assembly may result in
the valve assembly being forced out of the suspen-
sion by the gas pressure inside.
5. After all nitrogen pressure has been relieved, be
certain that frame is resting solidly on blocks.
Remove charging valve assembly (Figure 3-1)
from top of rear suspension by unscrewing large
hex and discard O-ring (9).
6. Remove suspension mount pin retainer bolts (1,
Figure 3-2) and nuts from top and bottom pins.
7. Attach lifting device to suspension. Suspension
weighs approximately 315 lbs.(143 kg).
8. Remove top and bottom mount pins (2, Figure 3-2)
and spacers (3) and remove suspension from
truck.
9. Retract rod and replace charging valve cap and
protector and move suspension to work area.
FIGURE 3-1. CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
(small hex)
5. Rubber Washer
6. Valve Body
(large hex)
7. O-Ring
8. Valve Stem
9. O-Ring
H03006 Rear Suspensions H3-1
Installation
1. Raise suspension into position with grease fittings
(16, Figure 3-3) in housing and lower piston rod
mount pointing away from rear of truck.
2. Install upper mount pin (2, Figure 3-2) and spacers
(3).
3. Remove charging valve protector (1, Figure 3-3)
and valve cap (2). Loosen swivel nut (small hex,
3) two turns only.
4. Extend or retract suspension rod. Install lower
mount pin (2, Figure 3-2) and spacers (3) between
final drive case and suspension rod mount.
5. Install mount pin retainer bolts and nuts (1).
Tighten to standard torque.
6. After installation of suspension it will be necessary
to check oil level and charge with nitrogen gas.
Refer to Suspension Oiling and Charging proce-
dure, this section.
Disassembly
1. Remove charging valve protector (1, Figure 3-3)
and valve cap (2) from charging valve.
2. Loosen swivel nut (small hex, 3) two turns only.
Depress valve core and vent all nitrogen.
3. Remove charging valve body [3/4 in. (19 mm) nut]
(6, Figure 3-1) and discard O-ring (9).
4. The suspension contains approximately 2.75 gal.
(10.40 l) of suspension oil. Be prepared to catch
this amount of oil.
5. Remove capscrews and washers (9) securing
lower retainer (8) to housing (4).
6. Use puller holes in retainer (8) to aid removal.
7. Remove piston rod tube (14) and upper bearing
retainer (6) from housing.
8. Remove bearing (7) from retainer.
9. If necessary, remove capscrews and washers (5)
securing bearing retainer (6) to piston rod tube
(14). Two steel balls (15) will fall free. Retain these.
10. If scratches or scores are found in housing or
suspension tube, contact your area HAULPAK

Distributor.
11. Maximum clearance between new bearing and
housing is 0.020 in. (0.50 mm).
12. Maximum clearance between lower retainer and
tube is 0.020 in. (0.50 mm).
FIGURE 3-2. REAR SUSPENSION MOUNTING
1. Retainer Bolt 2. Mount Pin
And Nut 3. Spacers
H3-2 Rear Suspensions H03006
Assembly
1. Clean all parts thoroughly.
2. Lightly coat all O-rings, backup rings, seals and
wipers with petroleum jelly or suspension oil.
3. Install O-ring/back-up ring and step seal (12, Fig-
ure 3-4) in seal retainer. Position lip of step seal
toward inside of suspension.
4. Install double lip rod seal (11) in retainer.
5. Install wiper seal (10) in retainer.
6. Install backup rings and O-rings (13) on O.D. of
retainer.
7. If bearing retainer (6) was removed from piston
tube (14), install two balls (15) and bearing re-
tainer to piston tube. Tighten capscrews to stand-
ard torque.
8. Place bearing (7) on retainer (6).
9. Install piston tube and retainer assembly into sus-
pension housing (4).
10. Install seal retainer (8) over tube. Tighten cap-
screws (9) to standard torque.
11. Pour 2 gal. (7.5 l) of suspension oil into suspension
through charging valve hole.
12. Install charging valve (Figure 3-1) using new O-ring
(9). Tighten 3/4 in. (19 mm) nut to 16.5 ft. lbs. (22.3
N.m) torque.
13. If a new charging valve is used, tighten 5/8 in. (16
mm) swivel nut (3, Figure 3-3) to 10.5 ft. lbs. (14
N.m), release and retighten to 10.5 ft. lbs. (14
N.m) and release, retighten to 4.0 ft. lbs. (5.5
N.m). If the old charging valve is reused, tighten
swivel nut to 4.0 ft. lbs. (5.5 N.m) torque.
14. Install valve cap (2) and valve guard (1).
FIGURE 3-3. REAR SUSPENSION ASSEMBLY
1. Charging Valve Guard 9. Capscrews & Washers
2. Charging Valve Cap 10. Wiper Seal
3. Swivel Nut (Small Hex) 11. Double Lip Rod Seal
4. Suspension Housing 12. O-Ring/Back-up Ring
5. Capscrews & Washers 13. O-Rings/Back-up Rings
6. Upper Brng. Retainer 14. Piston Rod Tube
7. Upper Bearing 15. Steel Ball
8. Lower Seal Retainer 16. Gease Fitting
H03006 Rear Suspensions H3-3
REAR SUSPENSION
SPHERICAL BEARING REPAIR
NOTE: If either top or bottom spherical bearings (2,
Figure 3-5) are to be replaced with suspension
mounted on truck, be sure truck frame is securely
supported. Refer to Suspension Removal and Installa-
tion for procedure. Securely support suspension as
bearing is being removed and installed.
Disassembly
1. Remove retaining ring (2, Figure 3-5) from mount-
ing eye of housing or tube.
2. Remove bearing (2).
Inspection
1. Inspect mount pin (3), spacers (4) and mounting
eye bearing bores for damage.
Replace as necessary.
2. Tolerance Dimensions:
Suspension frame and final drive mount pin bores
I.D. to mount pin O.D.:
+ 0.005 in. (0.012 mm) to 0.0035 in. (0.088 mm).
Spherical bearing O.D. to suspension mount
bearing bore I.D.:
-0.0002 in. (0.005 mm) to + 0.0018 in. (0.045 mm).
Spherical bearing I.D. to mount pin O.D.:
-0.0001 in. (0.002 mm) to + 0.0015 (0.038 mm).
Assembly
1. Install spherical bearing (2) in mount eye bore.
2. Install retaining ring (1).
3. Refer to Suspension Installation. Be sure grease is
applied to bearing before operating truck.
4. After suspension is installed on truck, it may be
necessary to charge suspension with nitrogen.
Refer to Suspension Oiling and Charging proce-
dure, this section.
FIGURE 3-4. SPHERICAL BEARING INSTALLATION
1. Retaining Ring 3. Mount Pin
2. Spherical Bearing 4. Spacers
Assembly
H3-4 Rear Suspensions H03006
OILING AND CHARGING PROCEDURES
GENERAL
These procedures cover Oiling and Charging of HY-
DRAIR

II suspensions on HAULPAK

trucks. HY-
DRAIR

II suspensions which have been properly


charged will provide improved handling and a better
ride while improving truck frame fatigue life and better
tire wear.
NOTE: Inflation pressures and exposed piston lengths
are calculated for a normal truck gross vehicle weight
(GVW). Additions to truck weight by adding body lin-
ers, tailgates, water tanks, etc. should be considered
part of the payload. Keeping the truck GVW within the
specification shown on the Grade/Speed chart in the
operator cab will result in a better ride and will extend
the service life of the truck main frame and HYDRAIR

II suspensions.
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).
If rears are to be charged, the fronts should be charged
first.
NOTE: Set up dimensions specified in the charts must
be maintained during oiling and charging procedures.
However, after truck has been operated, these dimen-
sions may vary.
EQUIPMENT LIST
HYDRAIR

Charging Kit
Jacks and/or Overhead Crane
Support Blocks for Oiling height - Front
Support Blocks for Nitrogen Charging height- Front
HYDRAIR

Oil (See Specifications Chart)
Dry Nitrogen (See Specifications Chart)
HYDRAIR

CHARGING KIT
Assemble service kit as shown in Figure 4-1 and attach
to container of pure dry nitrogen (8).
Installation of Charging Kit
1. Remove protective covers and charging valve
caps from suspensions to be charged.
2. Turn "T" handles (1, Figure 4-1) of adapters (2)
completely counterclockwise.
FIGURE 4-1. HYDRAIR CHARGING KIT
1. "T" Handle
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (to gauge)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas (Specifications Chart)
NOTE: Arrangement of parts may vary from illustration
above, depending on Charging Kit P/N.
H04008 8/96 Oiling and Charging Procedures H4-1
140M/210M
3. Be certain outlet valves (3) and inlet valve (4) are
closed (turned completely clockwise).
4. Attach charging valve adapters (2) to each sus-
pension charging valve stem.
5. Turn "T" handles (1) clockwise (this will depress
core of charging valve and open gas chamber of
suspension).
6. Open both outlet valves (3).
By selective opening and closing of outlet valves (3),
and inlet valve (4), suspensions may be charged sepa-
rately or together.
Removal of Charging Kit
1. Close both outlet valves (3).
2. Turn "T" handles (1) counterclockwise to release
charging valve cores.
3. Remove charging valve adapters (2) from charg-
ing valves.
4. Install charging valve caps and protective covers
on both suspensions.
SUPPORT BLOCKS FOR OILING AND
CHARGING DIMENSIONS
Prior to starting oiling and charging procedures, sup-
ports should be fabricated which will maintain the
correct exposed piston rod extensions.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for HYDRAIR

II sus-
pensions. These dimensions are listed in tables below
Figures 4-2 and 4-4. Measure dimensions from face of
cylinder gland to machined surface on spindle or to top
of bottom support bracket as shown. Do NOT include
capscrew heads in measurements.
Support blocks may be made in various forms. Mild
steel materials of 0.5 in. (13mm) minimum thickness is
recommended. Square bar stock or pipe segments
may be used. Blocks must be capable of supporting
the weight of the truck during oiling and charging
procedures while avoiding contact with plated surfaces
and seals on the suspension.
Refer to Figure 4-2 for front suspension support block
placement.
As an aid for identification for next use, some opera-
tions color code the support blocks to mark them as
used for: Truck Model, Oiling, or Charging for Front
or Rear suspensions.
FRONT SUSPENSION
1. Park unloaded truck on a hard level surface. Block
wheels, apply parking brake.
2. Thoroughly clean area around charging valve on
the suspensions. Remove protective covers from
charging valves.
All HYDRAIR

II suspensions are charged with


compressed nitrogen gas with sufficient pressure
to cause injury or damage if improperly handled.
Follow all safety notes, cautions and warnings in
these procedures to prevent accidents during serv-
icing and charging.
Front Suspension Oiling
When blocks are in place on a suspension, they
must be secured with a strap or other means to
insure the blocks stay in place while being used.
An unsecured block could fly loose as weight is
applied, presenting the possibility of serious injury
to nearby personnel and/or damage to the equip-
ment.
1. Position and secure oiling height dimension
blocks in place (Figure 4-2) so when nitrogen
pressure is released, suspensions will lower to
seat on the blocks. Take care that blocks do not
mar or scratch plated surface of the piston nor
damage the wiper seals in the lower bearing re-
tainer. Support blocks must seat on the spindle
and the cylinder housing. Place 2 blocks (180
o
apart) on each side of suspension to provide
stability.
Wear a face mask or goggles while relieving nitro-
gen pressure.
H4-2 Oiling and Charging Procedures H04008 8/96
140M/210M
2. Remove charging valve cap. Turn the charging
valve swivel nut (4, Figure 4-3) counterclockwise
three full turns to unseat valve. DO NOT TURN
LARGE HEX (6). The charging valve body has a
bleeder groove in its mounting threads but for
safety of all personnel, the valve body must not be
loosened until ALL nitrogen pressure has been
vented from the suspension.
3. Depress the charging valve core to release nitro-
gen pressure from the suspension. When nitrogen
has been vented to atmosphere, loosen and re-
move the charging valve. The suspension should
have collapsed slowly and be seated solidly on
the support blocks.
4. Fill the suspension with clean HYDRAIR

oil until
the cylinder is full to top of charging valve bore.
Drip pans should be used and all spillage cleaned
from outside of suspension.
Allow suspension to stand for at least 15 minutes to
clear any trapped nitrogen and/or bubbles from the oil.
Add more suspension oil if necessary. Loosely install
charging valve.
Front Suspension Nitrogen Charging
Lifting equipment (crane or hydraulic jacks) must
be of sufficient capacity to lift the truck weight. Be
certain that all personnel are clear of lift area
before lift is started.
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 charging
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 cyl-
inder housing.
NOTE: Use caution to prevent damage to plated cylin-
der surfaces and oil seals.
3. Install charging valve with new lubricated "O" ring
(9, Figure 4-3), use clean HYDRAIR

oil.
4. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
(22.4 N.m) torque. The valve swivel nut (small
hex, 4) must be unseated counterclockwise three
full turns.
FIGURE 4-2. FRONT SUSPENSION DIMENSIONS
TRUCK
MODEL
SIZE
OILING
HEIGHT
in. (mm)
CHARGING
HEIGHT
in. (mm)
CHARGING
PRESSURE
psi (kPa)
140M 2.0 (50.8) 7.88 (200) 335 (2309)
210M 2.0 (50.8) 7.88 (200) 410 (2826)
FIGURE 4-3. CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
(small hex, 0.625 in.)
5. Rubber Washer
6. Valve Body (large
hex nut - 0.75 in.)
7. O-Ring
8. Valve Stem
9. O-ring
H04008 8/96 Oiling and Charging Procedures H4-3
140M/210M
Dry nitrogen is the only gas approved for use in
HYDRAIR

II suspensions. Charging of these


components with oxygen or other gases may result
in an explosion which could cause fatalities, seri-
ous injuries and/or major property damage.
Use only nitrogen gas meeting the specifications
shown in charts (Figure 4-5).
5. Install HYDRAIR

Charging Kit and bottle of pure
dry nitrogen. Charge the suspension with nitrogen
gas to the pressure shown below Figure 4-2. DO
NOT use an overcharge of nitrogen to lift the
suspension off the blocks.
6. Shut off gas and remove charging kit components.
7. If charging valve is being reused, tighten swivel
nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m) torque.
8. If a new charging valve is being used, tighten
swivel nut to 10.5 ft. lbs. (14.2 N.m) torque, then
loosen and retighten swivel nut to 10.5 ft. lbs.
(14.2 N.m) torque. Again loosen swivel nut and
retighten to 4 ft. lbs. (5.4 N.m) torque. Replace
valve cap (1) and tighten to 2.5 ft. lbs. (3.3 N.m)
torque (finger tight).
9. Replace protective guard over charging valve.
10. Raise truck frame with crane or jacks to release
the nitrogen charging dimension blocks and re-
move these blocks.
The HAULPAK

front suspensions are now ready for


operation. Visually check rod extensions both with
truck loaded and empty. Record extension dimen-
sions. Maximum downward travel is indicated by the
dirt ring at the base of the piston. Operator comments
on steering response and suspension rebound should
also be noted.
REAR SUSPENSION
1. Park unloaded truck on a hard, level surface. Block
wheels, apply parking brake.
2. Throughly clean around charging valves on sus-
pensions. Remove protective covers from charg-
ing valves.
All HYDRAIR

II suspensions are charged with


compressed nitrogen gas with sufficient pressure
to cause injury or damage if improperly handled.
Follow all safety notes, cautions and warnings in
these procedures to prevent accidents during serv-
icing and charging.
Rear Suspension Oiling
Lifting equipment (Crane or Hydraulic J acks) must
be of sufficient capacity to lift truck weight. Be
certain that all personnel are clear of lift area
before lift is started.
NOTE: Oiling and nitrogen charging dimensions for
these suspensions must be measured from centerline
of upper rear suspension mount pin to centerline of
lower rear suspension mount pin. Support blocks as
described for front suspensions cannot be used.
1. Use lifting equipment (crane or hydraulic jacks) to
raise truck to establish the dimensions shown in
the chart below Figure 4-4.
Make certain all personnel are clear and support
blocks are secure before relieving nitrogen pres-
sure from the suspension. Use a face mask or
goggles when venting nitrogen.
H4-4 Oiling and Charging Procedures H04008 8/96
140M/210M
2. Remove charging valve cap (1, Figure 4-3). Turn
the charging valve swivel nut (4) counterclock-
wise three full turns to unseat valve seat. DO NOT
TURN LARGE HEX (6). The charging valve body
has a bleeder groove in its mounting threads but
for safety of all personnel the valve body MUST
NOT be loosened until ALL nitrogen pressure has
been vented from the suspension.
3. Depress the charging valve core to release nitro-
gen pressure from the suspension.
When nitrogen pressure has been vented to at-
mosphere, loosen and remove the charging valve.
The suspension should have collapsed slowly as
gas pressure was released. Truck weight should
now be supported by the crane or jacks.
4. Fill the suspension with clean HYDRAIR

oil until
the cylinder is full to top of fill plug bore. Drip pans
should be used and all spillage cleaned from
outside of suspension. Allow suspension to stand
for at least 15 minutes to clear any trapped nitro-
gen and/or air bubbles from the oil. Add oil if
necessary. Loosely install charging valve.
Rear Suspension Nitrogen Charging
Lifting equipment (crane or hydraulic jacks) must
be of sufficient capacity to lift the truck weight. Be
certain that all personnel are clear of lift area
before lift is started.
1. Raise rear of truck with crane or jacks to provide
dimensions shown in chart below Figure 4-4.
2. Install charging valve with new lubricated "O" ring
(9, Figure 4-3). Use clean HYDRAIR

oil.
3. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
(22.4 N.m) torque. The valve swivel nut (small
hex, 4) must be unseated counterclockwise three
full turns.
Dry nitrogen is the only gas approved for use in
HYDRAIR

II suspensions. Charging of these


components with oxygen or other gases may result
in an explosion which could cause fatalities, seri-
ous injuries and/or major property damage.
Use only nitrogen gas meeting the specifications
shown in charts (Figure 4-5).
4. Install HYDRAIR

Charging Kit and bottle of pure


dry nitrogen. Charge the suspensions with nitro-
gen gas to the pressure shown below Figure 4-4.
DO NOT use an overcharge of nitrogen to lift the
suspensions off of the jacks.
5. Shut off gas and remove charging kit components.
6. If charging valve is being reused, turn swivel valve
nut (4, Figure 4-3) clockwise, tighten to 4 ft. lbs.
(5.4 N.m) torque. Replace valve cap (1) and
tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger
tight).
FIGURE 4-4. REAR SUSPENSION DIMENSIONS
TRUCK
MODEL
SIZE
OILING
HEIGHT
in. (mm)
CHARGING
HEIGHT
in. (mm)
CHARGING
PRESSURE
psi (kPa)
140M 31.6 (803) 34.5 (876) 190 (1310)
210M 31.6 (803) 34.5 (876) 240 (1655)
H04008 8/96 Oiling and Charging Procedures H4-5
140M/210M
7. If a new charging valve is being used, tighten
swivel nut to 10.5 ft. lbs. (14.2 N.m) torque, then
loosen and retighten swivel nut to 10.5 ft. lbs.
(14.2 N.m) torque.
8. Loosen swivel nut again and retighten to 4 ft. lbs.
(5.4 N.m) torque. Replace valve cap (1) and
tighten to 2.5 ft. lbs. (3.3 N.m) torque (finger
tight).
9. Replace protective guard over charging valve.
10. Remove the lifting equipment (crane or hydraulic
jacks) from the truck.
The HAULPAK

rear suspensions are now ready for


operation. Visually check piston rod extensions both
with truck loaded and empty. Record extension dimen-
sions. Maximum downward travel is indicated by the
dirt ring at the base of the piston. Operator comments
on steering and suspension rebound should also be
noted.
OIL AND NITROGEN SPECIFICATIONS CHARTS
HYDRAIR

II OIL SPECIFICATIONS
Ambient Temperature Range Part No. Approved Sources
-30F & above (-34.5C & above) VJ3911
Mobil 424
Mobil D.T.E. 15
Texaco TDH Oil
AMOCO ULTIMATE
Motor Oil 5W--30
Sunfleet TH Universal Tractor Fluid
Chevron Tractor Hydraulic Fluid
Conoco Power Tran III Fluid
Petro Canada Duratran Fluid
Shell Canada Donax TDL
-55F & above (-48.5C & above) VJ5925
Emery 2811, SG-CD,
5W--30
Mobil Delvac I, 5W--30
Petro Canada Super Arctic
Motor Oil, 0W--30
Conoco High Performance
Synthetic Motor Oil, 5W--30
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
Suspension Cylinders must meet or
exceed CGA specification G--10.1 for
Type 1, Grade F Nitrogen Gas
Property Value
Nitrogen
Water
Dew Point
Oxygen
99.9% Minimum
32 PPM Maximum
-68F (-55C) Maximum
0.1% Maximum
FIGURE 4-5. SPECIFICATIONS CHART
H4-6 Oiling and Charging Procedures H04008 8/96
140M/210M
SECTION J
BRAKE CIRCUIT
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
Manual Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
HYDRAULIC OIL MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-2
BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-2
ACCUMULATOR PRECHARGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-2
LOW-PRESSURE BRAKE DETECTION MODULE . . . . . . . . . . . . . . . . . . . . . . J2-2
Low-Pressure Sensing Shuttle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . J2-2
Brake Accumulator Pressure Checks . . . . . . . . . . . . . . . . . . . . . . . . . . J2-2
Accumulator Shuttle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Accumulator Discharge Valves (Bleeddown Valves) . . . . . . . . . . . . . . . . . . J2-3
Emergency Apply Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Brake Pressure Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Brake Lock Shuttle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
Brake Lock Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
Brake Manifold Shuttle Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
Steering Bleeddown Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
Steering Accumulator Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
SERVICE BRAKE TREADLE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
RETARDER TREADLE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-4
SERVICE BRAKE/RETARDER SHUTTLE VALVE . . . . . . . . . . . . . . . . . . . . . . J2-5
STOP LIGHT MANIFOLD AND TEE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
REAR BRAKE SHUTTLE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
LOW-PRESSURE BRAKE DETECTION MODULE . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE ACCUMULATOR REPAIR (Refer To Section "L", Hydraulic System) . . . . . . . J3-2
SERVICE BRAKE TREADLE VALVE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . J3-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
DISASSEMBLY OF TREADLE VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . J3-3
Removal of Brake Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Brake Valve Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
ASSEMBLY OF TREADLE VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . J3-5
Brake Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
Installation of Brake Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-7
ADJUSTMENT FOR MAXIMUM DELIVERY PRESSURE . . . . . . . . . . . . . . . . J3-7
BRAKE PEDAL ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
SERVICE BRAKE TREADLE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Pedal Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
J01006 8/90 Brake System Index J1-1
RETARDER TREADLE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Retarder Treadle Pedal Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Retarder Treadle Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
BRAKE CIRCUIT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
CIRCUIT TRACKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
INITIAL SYSTEM SET-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-2
CHECK OF BRAKE CIRCUIT SHUTTLE VALVES . . . . . . . . . . . . . . . . . . . . . . J4-2
BRAKE SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
FAILURE MODE CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4
BRAKE VALVE LEAKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
CHECKOUT DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
FRONT WHEEL SPEED DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Lining Replacement On Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
BRAKE CALIPER REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2
Piston and Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2
Piston and Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
BRAKE CALIPER BENCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
FRONT BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
FRONT SERVICE BRAKE BURNISHING PROCEDURE . . . . . . . . . . . . . . . . . . J5-4
REAR WET DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-2
Wet Disc Brake Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Brake Piston Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-6
Brake Piston Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-6
Brake Piston Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-6
Floating Ring Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-7
Wet Disc Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-11
REAR WET DISC BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . J6-13
REAR BRAKE DISC WEAR INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
Removal/Installation From One Brake To Another . . . . . . . . . . . . . . . . . . J6-14
PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Park Brake Lining Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Park Brake Linkage Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
PARK BRAKE ACTUATOR ASSEMBLY REPAIR . . . . . . . . . . . . . . . . . . . . . . J7-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Actuator Spring Pod Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Actuator Spring Pod Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
PARK BRAKE BURNISHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
J1-2 Brake System Index J01006 8/90
BRAKE CIRCUIT
The brake circuit is an all-hydraulic-actuated mineral oil
system, normally operating at 2750 psi (19.25 MPa)
pressure. The manual apply system is controlled by the
operator through the Service Brake Treadle Valve (5,
Figure 2-1). The operator can modulate applied pres-
sure to the front and rear brakes.
The separate Retarder Treadle Valve (7, Figure 2-1),
controls the rear brakes only. This pressure is also
modulated by the operator.
Two separate circuits; one from the front (right) brake
treadle valve/retarder circuit, and one from the rear
(left) brake treadle valve circuit, provide a means of
applying the rear brakes in the event pressure is re-
duced or lost in one of the circuits.
The system also features an automatic emergency
apply. If the system pressure decreases to 1650 psi
(11.6 MPa) or lower, all four wheel brakes will be
applied automatically. Refer to Hydraulic Schematic,
Section "R" for details of circuit operation.

CIRCUIT OPERATION
Charging
When the engine is started with the brake circuit com-
pletely bled down, oil from the steering/brake pump
(11, Figure 2-1) enters the Oil Manifold (1) and then to
each of two brake circuit accumulators (4). From the
accumulators the oil enters the Low-Pressure Brake
Detection Module (2) and all of its components. From
there, the oil enters the brake manifold (6) and its
components. The oil then enters the service brake
treadle valve (5) and the retarder treadle valve (7).
As brake circuit pressure continues to increase, the
signal from the low pressure sensing shuttle valve
releases the emergency apply valve, blocking the
emergency apply pilot signal to the pilot piston of the
service treadle valves, releasing the brakes. When sys-
tem pressure reaches approximately 2000 psi (14
MPa), the brake pressure warning switch opens, turn-
ing off the instrument panel warning light.
Anytime the emergency apply valve is activated, the
brake pedal will move freely through its normal travel
with little or no effort. If the emergency apply valve
deactivates while the pedal is depressed a slight "kick"
of the pedal will be felt.
FIGURE 2-1. BRAKE CIRCUIT
1. Hydraulic Oil Manifold 8. Service Brake/Retarder Shuttle Valve
2. Low-Pressure Brake Detection Module 9. Wet Disc Brakes
3. Accumulator Discharge Valves 10. Stop Light Manifold
4. Accumulators (Front and Rear Brakes) 11. Steering/Brake Hydraulic Pump
5. Service Brake Treadle Valve 12. Front Brake Calipers
6. Brake Manifold 13. Rear Brake Shuttle Valves
7. Retarder Treadle Valve (Rear Brakes Only) 14. Tee
J02008 8/90 Brake Circuit J2-1
Manual Application
With the system fully charged, apply pressure from the
Service Brake Treadle Valve to the brakes can be
modulated from 0 -- 1350 100 psi (0 -- 9.45 0.7 MPa)
by depressing the brake pedal. The Retarder Treadle
Valve can also be modulated from 0 -- 1150 100 psi
(0 -- 7.9 0.7 MPa) by depressing the retarder pedal.
HYDRAULIC OIL MANIFOLD
The hydraulic oil manifold (1, Figure 2-1) is used as an
oil distribution center for charging the steering and
both brake accumulators. Each of three outlet ports
has a check valve that allows oil to flow only to the
accumulator it supplies.
BRAKE ACCUMULATORS
There are two brake accumulators (4, Figure 2-1) in the
brake circuit to supply pressure for emergency opera-
tion and during normal application (an additional in-
board mounted large accumulator is used for the
steering circuit).
The accumulators are floating piston type with nitrogen
gas on the top side of piston. The nitrogen gas end of
each accumulator contains a precharge pressure
switch and charging valve. The outlet port directs oil to
the low-pressure brake detection module (2), and the
brake manifold (6). The accumulators are located on
the back of the right front deck support. The smaller
outboard accumulator supplies pressure to the front
brakes and also supplies an alternate apply line to the
rear brakes. The retarder circuit is also supplied from
this accumulator. The larger (middle) accumulator sup-
plies pressure to the rear brakes only. Refer to Section
"R", Schematics.
ACCUMULATOR PRECHARGE
When the key switch is first turned on before starting
the engine, the accumulator nitrogen precharge warn-
ing light on instrument panel should be "Off". If the light
is "On", the nitrogen charge on both accumulators
should be checked; correct precharge is 1050 psi (7.3
MPa).
LOW-PRESSURE BRAKE DETECTION
MODULE
The low-pressure brake detection module (2, Figure
2-1) is located under the accumulators on the right side
of the truck between the accumulators and the brake
manifold in the brake circuit. Figure 2-2 outlines the
internal circuitry and components.
Low-Pressure Sensing Shuttle Valve
The Low-Pressure Sensing Shuttle Valve (1, Figure 2-2)
is a replaceable cartridge spool-type valve that senses
pressure from each accumulator. The lower of the two
accumulator pressures will be directed to the pilot end
of the emergency apply valve (5) and brake pressure
warning switch (7). When accumulator pressures are
equal, the shuttle is balanced, supplying oil to the
circuits mentioned above.
Brake Accumulator Pressure Checks
Two quick disconnect pressure check points (2 & 6,
Figure 2-2) are provided for testing brake accumulator
pressures. Refer to "Brake Circuit Checkout", this sec-
tion, for testing procedures.
FIGURE 2-2. LOW-PRESSURE BRAKE DETECTION
MODULE
1. Low-Pressure Sensing Shuttle Valve
2. Front Brake Accumulator Pressure Check
3. Accumulator Shuttle Valve
4. Brake Accumulator Discharge Valves
(Manual Bleeddown Valves)
5. Emergency Brake Apply Valve -
1650 psi (11.4 MPa)
6. Rear Brake Accumulator Pressure Check
7. Brake Warning Pressure Switch -
2000 psi (13.8 MPa)
J2-2 Brake Circuit J02008 8/90
Accumulator Shuttle Valve
The accumulator shuttle (3, Figure 2-2) valve is a re-
placeable cartridge ball type valve that senses pres-
sure from each accumulator. The higher of the two
pressures is directed to the supply port of the emer-
gency apply valve.
Accumulator Discharge Valves
(Manual Bleeddown Valves)
Two accumulator discharge valves (4, Figure 2-2) are
located on top of the low-pressure detection module
and are used for draining the brake accumulator(s).
The right valve controls the front accumulator; the left
valve controls the rear accumulator. Turning the valve
handles counterclockwise will allow stored accumula-
tor oil pressure to return to tank. Turning the valves
clockwise will close the drains and allow the accumu-
lators to charge when the engine is started.
Emergency Apply Valve
The emergency apply valve (5, Figure 2-2) is a replace-
able cartridge, spring operated, normally open (N.O.)
spool type directional valve. When the pilot pressure
from the low pressure sensing shuttle valve (1) is higher
than the spring pressure of the emergency apply valve,
the valve will be held in the normal operating position
(pilot port to brake manifold is blocked).
When the pilot pressure on the spool of the emergency
valve (5) decreases to approximately 1650 psi (11.5
MPa) the spring moves the spool to the open position
directing accumulator pressure to the pilot ports of the
service brake treadle valves applying the brakes at all
wheels.
Brake Pressure Warning Switch
The brake pressure warning switch (7, Figure 2-2) is a
normally closed, double pole, single throw switch lo-
cated in the pilot circuit between the low pressure
sensing shuttle valve (1) and emergency apply valve
(5). If emergency apply pilot pressure decreases to
2000 psi (14 MPa) or below, the switch closes, turning
on the brake pressure warning light and alarm on the
instrument panel.
BRAKE MANIFOLD
The brake manifold valve (6, Figure 2-1) is mounted to
the service brake treadle valve (5, Figure 2-1). Figure
2-3 outlines the internal circuitry and components.
Refer to "Brake Circuit Component Service", this sec-
tion, for more information.
Brake Lock Shuttle Valve
The Brake Lock Shuttle Valve (5, Figure 2-3) is located
between the brake lock solenoid (6) and the emer-
gency apply valve port (1) from the low-pressure brake
detection module.
When the brake lock solenoid is energized, accu-
mulator oil pressure will shift the shuttle ball to
block the pilot port to the right (front) brake valve.
The pilot port to the left brake valve will be open
and allow the oil pressure to apply the rear brakes
only.
When the emergency apply valve is energized,
accumulator oil pressure will shift the shuttle ball
to block the brake lock pilot port and allow both
pilot ports of the service brake valves to be open
to the oil pressure to apply all wheel brakes.
FIGURE 2-3. BRAKE MANIFOLD
1. Emergency Apply Valve Port
2. Return to Tank
3. Steering Bleeddown Solenoid Valve
4. Steering Accumulator Pressure Check
5. Brake Lock Shuttle Valve
6. Brake Lock Solenoid Valve
7. Brake Manifold Shuttle Valve
J02008 8/90 Brake Circuit J2-3
Brake Lock Solenoid Valve
The brake lock valve (6, Figure 2-3) is a replaceable
cartridge, solenoid operated, normally closed (N.C.)
directional spool valve. The valve receives a supply of
oil from the accumulator shuttle valve. The solenoid is
energized by the instrument panel mounted brake lock
switch. When energized, the solenoid moves the spool,
directing oil to the left pilot through a shuttle valve (5)
which then applies the rear brakes. When the solenoid
is not energized, the rear brake pilot port is open to
tank, releasing the rear brakes.
Brake Manifold Shuttle Valve
The brake manifold shuttle valve (7, Figure 2-3) is
located between the two accumulator circuits. It will
sense the higher of the two accumulator pressures,
allowing oil to pass to the Brake Lock Solenoid Valve.
This will act as a pilot when Brake Lock is applied,
allowing oil to close shuttle valve (5) in the emergency
apply circuit to the brake treadle valve pilot.
Steering Bleeddown Solenoid Valve
The Steering Bleeddown Solenoid Valve is a replace-
able assembly. Refer to "Steering Bleeddown Solenoid
Valve and Low Steering Pressure Switch", Section "L"
for more information.
Steering Accumulator Pressure Check
A quick-disconnect (4, Figure 2-3) is provided for
checking steering accumulator pressure. Refer to
"Steering Circuit Test Procedure", Section "L".
SERVICE BRAKE TREADLE VALVE
The Service Brake Treadle Valve (5, Figure 2-1) con-
tains two valves for brake application. A single pedal
operates both valves for manual brake application. The
left valve operates rear brakes only; the right operates
the front brakes and also supplies an alternate apply
line to the rear brakes. Each valve is a pressure modu-
lating directional valve made up of two sections; an
apply section and a modulating section.
The apply section is either pilot or manually operated.
The modulating section will deliver oil from accumula-
tor circuits to brake circuits. When a manual applica-
tion is made, the delivery pressure will be modulated
by pedal travel. The delivery pressure will be main-
tained as long as the pedal is held at that position.
Maximum apply pressure is delivered when the pedal
is completely depressed.
Pilot application of treadle valves is available from two
sources; the brake lock valve and the emergency apply
valve.
When the brake lock valve is activated, a pilot
signal enters the pilot section of the left treadle
valve. The pilot piston applies only the rear brakes
to maximum brake apply pressure.
When approximately 1650 psi (11.4 MPa) or less
is sensed by the emergency apply valve, a pilot
signal enters the pilot section of both brake
treadle valves and opens both accumulator cir-
cuits to supply oil to apply all wheel brakes at
accumulator circuit pressure.
The service brake treadle pedal is non-respon-
sive when this occurs.
RETARDER TREADLE VALVE
The retarder treadle valve (7, Figure 2-1) is located to
the left of the service brake treadle valve and applies
the rear brakes only. It is a manually operated pressure
modulating directional valve which delivers oil from the
front brake accumulator circuit to the rear brakes.
When an application is made, the delivery pressure will
be modulated by pedal travel. This delivery pressure
will be maintained as long as the pedal is held at that
position. Maximum apply pressure is 1150 psi (8.05
MPa) when the pedal is completely depressed.
J2-4 Brake Circuit J02008 8/90
SERVICE BRAKE/RETARDER
SHUTTLE VALVE
The Service Brake/Retarder Shuttle Valve (8, Figure
2-1), is a two way valve mounted under the cab on a
cross member near the brake and retarder treadle
valves. It is located between the service brake treadle
valve and the retarder treadle valve circuit. The purpose
of the shuttle valve is to separate the oil flow from either
the service brake treadle valve or the retarder treadle
valve from flowing into the other valve.
When the service brake treadle valve is applied, hy-
draulic pressure from the small accumulator, through
the right side brake controller valve will cause the
shuttle valve to shift, blocking the flow of oil to the
retarder treadle valve, but allowing oil to apply the front
and rear brakes.
When the retarder valve is applied, the shuttle valve will
shift to the other side, preventing oil from entering the
service brake treadle valve, but will allow oil from the
same small accumulator circuit to apply the rear brakes
only.
STOP LIGHT MANIFOLD AND TEE
A manifold (10, Figure 2-1) is mounted on the final drive
anchor structure which contains the stop light pressure
switch. It receives brake apply pressure from the front
(right) brake treadle valve/retarder circuit (small brake
accumulator) and activates the rear stop lights. It also
distributes the apply pressure to one port of each rear
brake shuttle valve.
A tee (14, Figure 2-1) is mounted above the manifold
and receives brake apply pressure from the rear (left)
brake treadle valve and distributes apply pressure to
the other port of each rear brake shuttle valve.
REAR BRAKE SHUTTLE VALVES
A Shuttle Valve (13, Figure 2-1) is mounted at each rear
brake assembly. These shuttle valves normally receive
brake apply pressures from two separate circuits as
described above; one from the front (right) brake
treadle valve/retarder circuit through the stop light
manifold, and one from the rear (left) brake treadle
valve circuit and through the tee. Having two separate
circuits provides a means of applying the rear brakes
in the event pressure is reduced or lost in one of the
circuits. The shuttle valves will move and close off the
lower pressure side and the rear brakes will be applied
through the higher pressure line.
WET DISC BRAKE ASSEMBLY
A Wet Disc Brake Assembly (9, Figure 2-1) is mounted
on both sides of the differential on the final drive hous-
ing and inboard from the wheel hub and planetary
drive. The assembly contains a shuttle valve assembly,
a splined housing, two damper discs, ten separator
plates, eleven friction discs, a spacer, a piston assem-
bly, and a splined rotating hub.
The housing is internally splined to retain the steel
damper and separator discs. The separator discs are
alternately placed between the friction faced discs
which are splined to the rotating hub. The inboard side
of the assembly contains the piston assembly which is
activated by hydraulic pressure from either the service
brake treadle valve or the retarder treadle valve. As
hydraulic pressure is applied, the piston moves and
compresses 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 ro-
tation is slowed until maximum force is reached and
the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The cooling oil circuit is a low-pressure circuit which
is completely separate from the high-pressure piston
apply circuit. The cooling oil flows from the pump,
through two 12 micron (absolute) filters, through a heat
exchanger, to the brake assembly housing (from the
outside of the housing inward to the rotating hub for
maximum cooling) and then to the hydraulic tank.
Dynamic retarding is also provided by the wet disc
brakes. The dynamic retarding is used to slow the truck
during normal truck operation or to control speed
coming down a grade. When the operators retarder
pedal is depresed, front wheel brakes are not used;
only the rear wet disc brakes are applied.
J02008 8/90 Brake Circuit J2-5
NOTES
J2-6 Brake Circuit J02008 8/90
BRAKE CIRCUIT COMPONENT SERVICE
Before removing any brake lines or brake circuit
components, be sure brake accumulators are bled
down. To bleeddown accumulators:
BLOCK WHEELS OF TRUCK!
Turn key switch "OFF", shut down engine
and wait at least 90 seconds to bleed
down steering accumulator. Rotate steer-
ing wheel back and forth; no front wheel
movement should occur.
Bleed down brake accumulators by turn-
ing Accumulator Discharge Valve handles
counterclockwise to open. Wait at least 90
seconds to let accumulators bleed down.
When brake accumulators are completely
bled down, close accumulator discharge
valves by turning handles clockwise.
Do not leave open.
LOW PRESSURE BRAKE DETECTION
MODULE
The low-pressure brake detection module ( Figure 3-1)
is a serviceable component and is mounted under the
accumulators on the right side of the truck. Refer to
"Brake Circuit Checkout", this section, for testing and
troubleshooting this valve and its internal components.
All components are individually serviceable without
removing the complete module from the truck.
Low-Pressure Sensing Shuttle Valve
The Low-Pressure Sensing Shuttle Valve (7, Figure 3-1)
is replaceable as a cartridge assembly.
Accumulator Shuttle Valve
The accumulator shuttle (6, Figure 3-1) valve is replace-
able as a cartridge assembly.
Accumulator Discharge Valves (Bleeddown
Valves)
The Accumulator Discharge Valves (Manual Bleed-
down Valves) are replaceable as a cartridge assem-
blies.
Emergency Apply Valve
The emergency apply valve (2, Figure 3-1) is replace-
able as a cartridge assembly.
Brake Pressure Warning Switch
The brake pressure warning switch (11, Figure 3-1) is
a normally closed, double pole, single throw switch and
is replaceable as an assembly.
BRAKE MANIFOLD
The brake manifold is mounted to the service brake
treadle valves under the cab of the truck. It contains the
following components which are individually service-
able without removing the complete manifold from the
truck:
Steering Bleeddown Solenoid Valve
Steering Accumulator Pressure Check
Brake Lock Shuttle Valve
Brake Lock Solenoid Valve
Brake Manifold Shuttle Valve
FIGURE 3-1. LOW-PRESSURE BRAKE DETECTION
MODULE
1. Rear Accumulator Discharge Valve
(Manual Bleeddown Valve)
2. Emergency Brake Apply Valve -
1650 psi (11.4 MPa)
3. Front Accumulator Discharge Valve
(Manual Bleeddown Valve)
4. From Front Brake Accumulator
5. Mounting Capscrew
6. Accumulator Shuttle Valve
7. Low-Pressure Sensing Shuttle Valve
8. Front Brake Accumulator Pressure Check
9. Return to Tank
10. Rear Brake Accumulator Pressure Check
11. Brake Warning Pressure Switch -
2000 psi (13.8 MPa)
12. From Rear Brake Accumulator
13. Manifold Housing
J03011 8/90 Brake Circuit Component Service J3-1
Refer to "Service Brake Treadle Valve" for removal or
installation.
BRAKE ACCUMULATOR REPAIR
Refer to "Accumulator Repair", Section "L".
SERVICE BRAKE TREADLE VALVE
The Service Brake Treadle Valve Assembly (Figure 3-2)
consists of a pedal assembly and two modulating, pilot
applied valves to apply the front and rear brakes of the
truck. The right valve (as assembly is mounted in
cab) controls the front and rear brakes and the left
valve controls the rear brakes only. It receives oil sup-
ply from the two brake accumulators, allowing the
pressure to be modulated from 0 - 1350 psi (0 - 9.3
MPa).
The bushing mounted pedal is attached to a base using
two threaded studs, which allows the pedal to move
when depressed by the operator for brake application.
Two trunnion mounted rollers are centered over the
two piston apply rods. When the pedal is depressed for
brake application, the piston apply rods push the pis-
tons in the valve body down, allowing pressurized oil
to pass to the front and rear brake assemblies.
Removal
Before removing any brake lines or brake circuit
components, be sure brake accumulators are bled
down. To bleeddown accumulators:
Turn key switch "OFF", shut down engine
and wait at least 90 seconds to bleed
down steering accumulator. Rotate steer-
ing wheel back and forth; no front wheel
movement should occur.
Bleed down brake accumulators by turn-
ing Accumulator Discharge Valve handles
counterclockwise to open. Wait at least 90
seconds to let accumulators bleed down.
When brake accumulators are completely
bled down, close accumulator discharge
valves by turning handles clockwise.
Do not leave open.
FIGURE 3-2. SERVICE BRAKE TREADLE VALVE
(As Viewed From Front Of Truck)
1. Pedal 8. Rear Brake Apply Port
2. Roller 9. Capscrews (eight)
3. Snap Ring 10. Plug (two)
4. Threaded Stud 11. Front Brake Apply Port
5. Push Rod Assembly 12. Capscrews (four)
6. Valve Body 13. Pedal Stop
7. Brake Manifold 14. Pin
J3-2 Brake Circuit Component Service J03011 8/90
1. After draining accumulators, indentify and tag all
hose and wire connections to brake manifold and
service brake treadle valve assembly for correct
installation during assembly.
2. Disconnect all hoses and wires from assembly.
Cap and plug all hoses and ports to prevent entry
of contamination.
3. Support treadle valve assembly. Remove all cap-
screws, nuts and washers used to mount treadle
valve assembly to the cab deck. Lower valve and
brake treadle valve as an assembly. Move assem-
bly to a clean work area.
Installation
Brake pedal must be properly adjusted and deliv-
ery pressure must be checked before placing truck
in service. Refer to "Adjustment for Maximum De-
livery Pressure" procedure.
1. Position service brake treadle valve assembly onto
cab deck. Install capscrews, washers and nuts
securing valve assembly to cab deck. Tighten
capscrews to standard torque.
2. Connect wires to solenoids as previously tagged.
3. Uncap and connect hoses to all ports. Tighten
securely to prevent high pressure leakage.
4. Refer to steps 14 and 15, "Brake Circuit Checkout
Procedure", this section.
5. Start engine and allow system to fully charge.
Bleed both front and rear brakes. Refer to "Brake
Bleeding" procedures, this section.
6. Check brake circuit apply pressures. Refer to
steps 23 -- 27, "Brake Circuit Checkout Proce-
dure", this section.
DISASSEMBLY OF TREADLE VALVE ASSEMBLY
Removal of Brake Manifold
1. Before any disassembly and with Treadle Valve
Assembly positioned as mounted in cab (pedal
toe pointing up and away), mark both valves and
their positions on the treadle base plate. Mark
valves as Right and Left.
2. Remove the eight capscrews (9, Figure 3-2)
mounting treadle valve assembly (6) to brake
manifold (7). Place manifold in a clean work area.
FIGURE 3-3. REMOVING TREADLE ASSEMBLY
1. Capscrews and Washers
2. Brake Manifold 3. O-Rings
J03011 8/90 Brake Circuit Component Service J3-3
FIGURE 3-4 . VALVE DISASSEMBLY
1. Boot 3. Pushrod
2. Spring
FIGURE 3-5. VALVE DISASSEMBLY
1. Pilot Housing 3. Capscrews
2. Modulating Housing 4. O-Ring
FIGURE 3-6. VALVE DISASSEMBLY
1. Pilot Piston 3. O-Rings
2. Pilot Housing 4. Back-Up Rings
FIGURE 3-7. VALVE DISASSEMBLY
1. Apply Plunger 4. Modulation Housing
2. O-Ring 5. Shims
3. Spring
FIGURE 3-8. VALVE DISASSEMBLY
1. Snap Ring 4. Regulating Piston
2. Spring Retainer 5. Sleeve
3. Snap Ring 6. Spring
J3-4 Brake Circuit Component Service J03011 8/90
NOTE: O-rings (3, Figure 3-3) are placed between the
brake mainfold and treadle valve bodies. Remove and
discard.
3. Remove threaded studs (4) and pedal (1). Inspect
for worn or damaged parts, particularly pedal
bushings.
4. Remove four capscrews (12) and separate valve
bodies from pedal assembly.
5. Brake valve(s) can now be serviced.
Brake Valve Disassembly
During servicing, the right and left brake valves should
be serviced separately and their components should
not be interchanged.
NOTE: During disassembly, do not scratch or mar
housing or O-ring grooves.
1. Remove boot (1, Figure 3-4) pushrod (3) and
spring (2).
2. Match mark pilot housing (1, Figure 3-5) and
modulation housing (2).
3. Remove capscrews (3) connecting the pilot hous-
ing to modulating housing and separate the hous-
ings.
4. Push pilot piston (1, Figure 3-6) from pilot hous-
ing(2).
5. Remove O-rings (3) and backup rings (4) from pilot
housing.
6. Remove apply plunger (1, Figure 3-7) O-ring (2)
and spring (3) from the modulation housing (4).
Observe shims (5) between spring and plunger
and maintain this arrangement.
7. Depress spring retainer (2, Figure 3-8), remove
snap ring (1), remove spring retainer.
8. Remove snap ring (3), regulating piston (4), sleeve
(5) and spring (6).
9. Remove plug (1, Figure 3-9), guide (4), washer (6)
and spring (3).
10. Pull out cage spacer (5) and ball assembly (9).
11. Remove all seals, O-rings and backup rings from
all pieces and discard.
ASSEMBLY OF TREADLE VALVE ASSEMBLY
Brake Valve Assembly
If repair of valve requires replacement of internal
components other than seals, test equipment will
be required for proper adjustment of maximum
delivery pressure.
NOTE: In following assembly, do not scratch or mar
housing or O-ring grooves.
1. Clean and inspect all parts for wear; replace any
damaged parts. Use all new O-rings and backup
rings. Lubricate all parts with clean C-3 hydraulic
oil.
2. Install O-ring (2, Figure 3-10) on ball assembly
guide (1). Install ball assembly into housing.
FIGURE 3-9. VALVE DISASSEMBLY
1. Plug 6. Washer
2. O-Ring 7. Seal
3. Spring 8. Backup Ring
4. Guide 9. Ball Assembly
5. Cage Spacer
J03011 8/90 Brake Circuit Component Service J3-5
3. Install backup ring (4) on regulating piston toward
roll pin (7). Install seal (3) with lip pointing away
from roll pin.
4. Install regulating piston (6) inside of regulating
piston sleeve (5).
5. Place backup ring (8) and O-ring (9) on regulating
piston sleeve. Backup ring toward shoulder of
sleeve. Install spring (10) and regulating piston
assembly in housing. Retain assembly by install-
ing snap ring (1, Figure 3-11).
6. Install backup ring (8, Figure 3-9) toward head of
plug (1). Install seal (7) with lip pointing away from
head of plug.
7. Place O-ring (2, Figure 3-9) on O.D. of plug (1).
8. Place washer, (6) spring (3) and guide (4) in plug
(1).
9. Insert cage (5) into housing. Install plug assembly
in housing.
10. Place washer (2, Figure 3-11) on regulating piston,
depress against spring, install snap ring (3).
11. Install O-ring (7) in housing (8).
FIGURE 3-10. VALVE ASSEMBLY
1. Ball Assembly Guide 6. Regulating Piston
2. O-Ring 7. Roll Pin
3. Seal 8. Backup Ring
4. Backup Ring 9. O-Ring
5. Reg. Piston Sleeve 10. Spring
FIGURE 3-11. VALVE ASSEMBLY
1. Snap Ring 5. Shims
2. Washer 6. Apply Plunger
3. Snap Ring 7. O-Ring
4. Spring 8. Housing
FIGURE 3-12. VALVE DISASSEMBLY
1. Pilot Piston 3. O-Rings
2. Pilot Housing 4. Back-Up Rings
J3-6 Brake Circuit Component Service J03011 8/90
If no valve components are replaced other than
seals, use same shim pack that came out of apply
plunger. If springs or components were replaced,
refer to "Adjustment for Maximum Delivery Pres-
sure" procedure to determine a new shim pack.
12. Place spring (4) shims (5) and apply plunger (6) in
housing (8).
13. Install backup rings (4, Figure 3-12) and O-rings
(3) in bore of pilot housing (2) and on pilot piston
(1) as shown.
14. Install pilot piston (1) in housing.
15. Install O-rings (4, Figure 3-13) in pilot housing.
Align match marks so pilot port from modulating
housing (2) matches pilot port of pilot housing (1).
16. Install the capscrews through pilot housing into
modulation housing. Tighten capscrews to 32-37
ft. lbs. (43.4-50.2 N.m) torque.
17. Install push rod (3, Figure 3-14), spring (2) and
rubber boot (1).
Installation of Brake Manifold
1. Install both brake valves onto treadle assembly.
Install capscrews and washers (12, Figure 3-2).
Tighten capscrews to 35-40 ft. lbs. (47.5-54.2
N.m) torque.
2. Install brake pedal (1), if removed. Install threaded
studs (4). Tighten capscrews to 30-50 ft. lbs.
(40.7- 67.8 N.m) torque. Do not over tighten.
3. Brake pedal should travel freely and must be
properly adjusted. Refer to "Brake Pedal Adjust-
ment" procedure, this section.
4. Install new O-rings (3, Figure 3-3) between brake
valves and brake manifold (2).
5. Install the eight capscrews (9, Figure 3-2) securing
brake manifold to brake valves. Tighten cap-
screws to standard torque.
ADJUSTMENT FOR MAXIMUM
DELIVERY PRESSURE
If any valve components other than seals are re-
placed, a new shim pack must be determined.
NOTE: A 2250-2400 psi (15.7-16.8 MPa) regulated hy-
draulic pressure source is required for this procedure.
FIGURE 3-13. VALVE DISASSEMBLY
1. Pilot Housing 3. Capscrews
2. Modulating Housing 4. O-Ring
FIGURE 3-14 . VALVE DISASSEMBLY
1. Boot 3. Pushrod
2. Spring
J03011 8/90 Brake Circuit Component Service J3-7
1. Install original shim pack (2, Figure 3-15) between
spring (4) and plunger (3).
2. Bolt an adapter block (5) and O-rings (7) to modu-
lation section of valve. Refer to Section "M" for
adapter block.
3. Attach pressure source to supply port (8) and a
return line to return port (6).
4. Using a C-clamp, vise or other means, apply valve
so that plunger (3) bottoms on valve section hous-
ing.
5. Install a 0-3000 psi (0-21 MPa) pressure gauge in
delivery port (1).
6. Direct supply pressure to brake valve. Observe
pressure in delivery port. Delivery port pressure
should be 1300 -- 1400 psi (9.1 -- 9.8 MPa) for either
right or left valve. Pressures for both valves must
be within 100 psi (0.7 MPa) of each other.
7. If delivery pressure is below these ranges, add
shims. If delivery pressure is above these ranges,
remove shims. Each 0.005 in. (0.127 mm) shim will
change the pressure approximately 100 psi (0.7
MPa).
FIGURE 3-15. VALVE PRESSURE ADJUSTMENT
1. Delivery Port 5. Adapter Block
2. Shim Pack 6. Return Port
3. Plunger 7. O-Ring
4. Spring 8. Supply Port
FIGURE 3-16. VALVE ASSEMBLY
1. Plug 6. Washer
2. O-Ring 7. Seal
3. Spring 8. Backup Ring
4. Guide 9. Ball Assembly
5. Cage Spacer
J3-8 Brake Circuit Component Service J03011 8/90
BRAKE PEDAL ADJUSTMENT
Brake pedal must be properly adjusted and deliv-
ery pressure must be checked before placing truck
in service.
1. Remove plug (1, Figure 3-16), spring (3) and guide
(4) from both valves. Do not allow parts to become
intermixed between valves.
NOTE: Pedal free travel must be set if maximum deliv-
ery pressure has been adjusted. Approximately 0.094
in. (2.4 mm) must be available before piston contacts
ball assembly with pedal in non-apply position. This
distance can be determined by measuring the dis-
tance the apply stem moves before the piston contacts
the ball assembly. By removing apply line, the free
travel can be observed and measured through the
brake apply port.
2. Hold the ball (1, Figure 3-17) against the seat (2)
of one valve.
3. Depress pedal until internal contact is felt against
ball.
4. Through the open brake apply port, measure the
distance the apply stem (3) travels. It should travel
0.094 in. (2.4 mm) before contact is felt.
5. To make apply stem adjustment, unlock locknut
on stop screw located under heel of brake pedal.
Turning the stop screw in will increase the free
play; turning the stop screw out will decrease the
free play.
6. Repeat Steps 1 through 5 for other valve.
7. Install the plugs, springs, and guides into their
respective valves.
8. Hold pedal in fully apply position and maintain
pedal position. Observe both plungers through
brake apply ports.
NOTE: When pedal is applied, both plungers must
bottom out together to be sure that full brake pressure
will be achieved.
FIGURE 3-17. BRAKE PEDAL ADJUSTMENT
1. Ball 3. Apply Stem
2. Seat
J03011 8/90 Brake Circuit Component Service J3-9
SERVICE BRAKE TREADLE PEDAL
Pedal Disassembly
NOTE: If any components in the service brake treadle
pedal are replaced. maximum delivery pressure
should be checked and adjusted.
Refer to "ADJUSTMENT FOR MAXIMUM DELIVERY
PRESSURE", this section.
1. Separate the pedal (9, Figure 3-18) and base (1)
by removing both studs (17) from base.
Thoroughly inspect pedal assembly for worn or
damaged parts. Pay particular attention to the
bushings (8). If further disassembly is necessary,
continue with pedal disassembly procedures.
2. Loosen the set screw (6), but do not remove.
Remove shoulder bolt (7). Trunnion assembly
(11) and washers (10) can then be removed.
3. Remove the retaining rings (14) and rollers (13)
from pin (12). Remove pin (12) from trunnion (11).
4. Use an arbor press to replace bushings (8) with
new bushings.
5. It is not necessary to loosen or remove cap screw
(15) or jam nut (16).
6. Remove the push rod (5), and boots, (4) from main
assembly.
Pedal Assembly
NOTE: During assembly, coat the following parts with
a clean multi-purpose grease; push rods (5, Figure
3-18), bushing (8), shoulder bolt (7), washers (10), and
pin (12).
1. Install new boots (4), push rod (5), in the valve
assembly.
2. Insert pin (12) into the trunnion (11). Attach rollers
(13) and the retaining rings (14) to both ends of
pin (12).
3. Attach trunnion assembly (11) and washers (10)
to pedal (9) using shoulder bolt (7).
NOTE: Shoulder bolt (7) must not be over tightened.
Trunnion (11) must be free to move.
4. Tighten set screw (6) locking the shoulder bolt in
place.
5. Use an arbor press to replace bushings (8) with
new bushings.
6. Apply a medium strength Loctite to threads of
studs (17).
7. Align pedal (9) between ears of base (1) and install
studs (17). Tighten capscrews to 30-50 ft.lbs.
(40.7-68 N.m) torque.
FIGURE 3-18. SERVICE BRAKE TREADLE
PEDAL ASSEMBLY
1. Base 10. Washer (Two)
2. Washer (Four) 11. Trunnion
3. Capscrew (Four) 12. Pin
4. Rubber Boot (Two) 13. Rollers (Two)
5. Push Rod (Two) 14. Retaining Rings (Two)
6. Set Screw 15. Capscrew
7. Shoulder Bolt 16. Jam Nut
8. Bushing (Two) 17. Studs (Two)
9. Pedal
J3-10 Brake Circuit Component Service J03011 8/90
RETARDER TREADLE VALVE
The retarder treadle valve (Figure 3-19) is a single
modulating hydraulic valve used to apply rear brakes
only. When the pedal is depressed, the operator can
modulate applied pressure from 0 -- 1150 psi (0 --8.05
MPa). Oil from the small brake accumulator will shift
the service brake treadle valve/retarder shuttle valve
(blocking off passage of oil back to the service brake
treadle valve) and apply the rear brakes only.
Before removing any brake lines or brake circuit
components be sure brake accumulators are bled
down. To bleeddown accumulators:
Turn key switch "OFF" and shut down en-
gine and wait at least 90 seconds to bleed
down steering accumulator. Rotate steer-
ing wheel back and forth; no movement
should occur.
Bleed down brake accumulators by turn-
ing Accumulator Discharge Valve handles
counterclockwise to open. Wait at least 90
seconds to let accumulators bleed down.
When brake accumulators are completely
bled down, close accumulator discharge
valves by turning handles clockwise.
Do not leave open.
Removal
1. Be certain accumulators have been bleddown.
2. Tag all hydraulic lines and their ports (35, 36, 37,
Figure 3-19).
3. Remove and cap hydraulic lines to prevent dirt
entry.
4. Support the valve from below cab, and remove
capscrews (30) from pedal mounting plate.
5. Carefully remove valve from pedal assembly.
NOTE: Maintain the shim stack as found and remove
from top of apply spring.
6. Shim stack can be reused, if only O-rings and
backup rings are being replaced.
Installation
1. Support valve body and align holes with pedal
assembly base. Valve ports (35, 36, 37, Figure
3-19) will be facing towards the rear of truck.
2. Place capscrews and washers (30) into valve body
and tighten to 35-40 ft.lbs. (47.5-54.2 N.m)
torque.
3. Uncap hydraulic lines and connect to proper
ports. Tighten securely to prevent leakage.
4. Bleed rear brakes. Refer to "Rear Brake Bleeding
Procedure", this section.
5. Refer to Step 10. in "Check-out Procedure" for
retarder apply pressure setting.
Disassembly
1. Remove ring (1, Figure 3-20) and boot (2) from
housing (16).
2. Remove piston (3), shim or shims (4) and spring
(5) from housing bore. Note the number of shims
being removed from housing.
3. Remove O-ring (6) from housing bore.
NOTE: Do not scratch or mar housing bore.
4. Remove retaining ring (7), retainer (8), and retain-
ing ring (9) from housing bore.
5. Remove the piston and sleeve assembly (10 &
14)from housing bore. Separate piston (14) from
sleeve (10).
6. Remove O-ring (12) and the backup ring (11) from
sleeve (10).
7. Remove spring (15) from the piston (14).
8. Remove cup (13) from the piston (14).
A check ball is located inside the piston (14). Make
sure ball is clean and moving freely.
9. Remove plug (26) from the housing (16).
10. Remove O-ring (25), cup (23) and back-up ring
(24) from the plug (26).
11. Remove washer (22), spacer (21), spring (20) and
guide (19) from the housing bore.
12. Remove valve & ball assembly (18) from the hous-
ing bore.
13. Remove O-ring (17) from the valve & ball assembly
(18).
J03011 8/90 Brake Circuit Component Service J3-11
FIGURE 3-19.
RETARDER TREADLE VALVE
1. Shims
2. O-Ring
3. O-Ring
4. Retaining Ring
5. Piston
6. Sleeve
7. Backup Ring
8. O-Ring
9. Spring
10. O-Ring
11. Sleeve
12. Spring
13. Cup
14. O-Ring
15. Plug
16. Backup Ring
17. Housing
18. Washer
19. Guide
20. Ball
21. Seat
22. Guide
23. Stem
24. Cup
25. Pin
26. Ball
27. Retainer Ring
28. Retainer
29. Spring
30. Capscrew and Washer
31. Apply Plunger
32. Pin and Retainer Ring
33. Pedal
34. Stopscrew and Locknut
35. Drain Port
36. Brake Apply Port
37. Accumulator Port
J3-12 Brake Circuit Component Service J03011 8/90
Assembly
1. Install O-ring (17, Figure 3-20) on the valve & ball
assembly (18) and insert into the housing bore.
Note the direction of valve & ball assembly.
2. Install spacer (21)into the housing bore.
3. Install O-ring (25) on plug (26).
4. Insert back-up ring (24) and cup (23) inside end of
plug (26). Note the order of back-up ring and cup.
5. Install guide (19), spring (20) and washer (22) in
plug (26). Place plug in the housing bore.
6. Install cup (13) on piston (14) and insert into sleeve
(10). Note direction of piston and sleeve.
7. Install back-up ring (11) and O-ring (12) on sleeve
(10).
8. Install spring (15) on the piston (14).
9. Install piston and sleeve assembly (10 & 14) into
housing bore. Note the direction of assembly.
10. Install retaining ring (9),retainer (8), and retaining
ring (7) in the housing bore.
NOTE: Do not mar or scratch housing bore.
11. Install O-ring (6) into housing bore.
12. Install spring (5), shim or shims (4) and piston (3)
in housing bore.
For proper brake pressure setting, install the same
number of shims that were removed during disas-
sembly.
13. Install boot (2) and ring (1) into housing (16).
FIGURE 3-20. RETARDER TREADLE VALVE
1. Ring 14. Piston
2. Boot 15. Spring
3 . Piston 16. Housing
4. Shims (as required) 17. O-Ring
5. Spring 18. Valve & Ball Assembly
6. O-Ring 19. Guide
7. Retaining Ring 20. Spring
8. Retainer 21. Spacer
9. Retaining Ring 22. Washer
10 . Sleeve 23. Cup
11. Back-up Ring 24. Backup Ring
12. O-Ring 25. O-Ring
13. Cup 26. Plug
J03011 8/90 Brake Circuit Component Service J3-13
Retarder Treadle Pedal Disassembly
1. Separate the pedal (6, Figure 3-21) and base (11)
by removing one E-ring (4) from pin (5) and sliding
the pin from base.
2. Loosen the set screw (2) enough to slide pin (1)
from the pedal (6). Do not drop the roller (3) while
removing pin.
3. It is not necessary to loosen or remove cap screw
(9) or locknut (10) from base.
Retarder Treadle Pedal Assembly
NOTE: Lightly coat pins (1 & 5, Figure 3-21) and roller
(3) with a clean multi-purpose grease.
1. Align the roller (3) between ears of the pedal (6)
and insert pin (1). Note direction of the pin.
Grooved end of pin should line up with set screw
(2).
2. Tighten set screw (2) so it holds pin (1) in place.
3. Align pedal (6) between the ears of base (11) and
insert pin (5). Install E-ring (4).
4. Assemble pedal assembly and valve assembly
using cap screws (7) and washers (8). Tighten
capscrews to 35-40 ft.lbs. (47.5-54.2 N.m)
torque.
FIGURE 3-21. RETARDER TREADLE PEDAL
1. Pin 7. Capscrews
2. Set screw 8. Washers
3. Roller 9. Capscrew
4. E-ring 10. Locknut
5. Pin 11. Base
6. Pedal
J3-14 Brake Circuit Component Service J03011 8/90
BRAKE CIRCUIT CHECKOUT PROCEDURE
The brake circuit hydraulic pressure is supplied from
the steering pump and brake accumulators. Some
brake system problems, such as spongy brakes, slow
brake release, or abnormal operation of the instrument
panel mounted "Low Brake Pressure" warning light can
sometimes be traced to internal leakage of brake com-
ponents. If internal leakage is suspected, refer to Brake
Circuit Component Leakage Test.
NOTE: If internal leakage within the steering circuit is
excessive, this also may contribute to problems within
the brake circuit. Be certain that steering circuit leak-
age is not excessive before troubleshooting brake
circuit. For Steering Circuit Test Procedure, refer to
Section "L", Hydraulic System.
The steering circuit can be isolated from the brake
circuit by removing the brake supply line from the
distribution manifold to the brake accumulators (see
WARNING). Plug the brake supply lines and cap the
port in the distribution manifold.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a persons body by pene-
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.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or installing
test gauges, ALWAYS bleed down hydraulic steer-
ing and brake accumulators.
The steering accumulator can be bled down with en-
gine shut down, turning key switch "Off", and waiting
90 seconds. Confirm the steering pressure is released
by turning the steering wheel - No front wheel move-
ment should occur. Open both bleeddown valves on
low pressure brake detection module to bleed down
brake accumulators.
Before disabling brake circuit, be sure truck wheels are
blocked to prevent possible rollaway.
Included as the last page of this Checkout Procedure
is a Data Sheet to record the information observed
during the hydraulic brake system checkout proce-
dure. The data sheet is designed to be removed, cop-
ied, and used during the checkout procedure.
* Steps indicated in this manner should be
Recorded on the Data Sheet for reference.
The following equipment will be necessary to properly
check out the hydraulic brake circuit.
a. Hydraulic schematic, refer to Section "R".
b. Calibrated pressure gauges:
Three 0-5000 psi (0-35 mPa) range.
One 0-2000 psi (0-14 mPa) range.
c. One female quick disconnect and hose long
enough to reach from rear brake housing to a
clean container.
d. Accumulator charging kit with gauges and dry
nitrogen.
Circuit "Tracking"
In any hydraulic circuit, it is important that hydraulic
lines be connected to the correct ports, connections
and fittings are free of leaks, valves operate correctly,
and in some cases, in a given sequence. The checking
of these points, along with flow, direction, and timing
of events in a circuit is referenced as "tracking".
J04008 1/93 Brake Circuit Checkout J4-1
INITIAL SYSTEM SET-UP
Prior to checking the brake system, the hydraulic sys-
tem must have proper accumulator nitrogen precharge
pressure and hydraulic oil must be at normal operating
temperature. Refer to Section "L" this manual for steer-
ing system operation procedures and specifications.
Also prior to checking the brake system make sure the
parking brake is properly adjusted. Refer to parking
brake adjustment this section.
With the steering system functioning properly and the
parking brake adjusted, proceed as follows:
1. Turn engine and key switch "Off". Wait 90 seconds
for the steering accumulator to bleed down.
2. Open both brake accumulator bleed down valves.
Verify nitrogen precharge in each accumulator.
Accumulator precharge should be 1050 psi (7.35
mPa). Charge accumulators if necessary.
* Record on data sheet.
NOTE: Always allow nitrogen gas temperature to ap-
proach ambient temperatures before completing pre-
charge procedure. For best resul t s, charge
accumulator in the ambient temperature conditions in
which the truck will be operating.
3. Close both accumulator bleeddown valves.
Brake Valve Leakage
4. Install a 5000 psi (35 mPa) gauge onto the right
hand quick disconnect on the low pressure brake
detection module.
5. Connect a 5000 psi (35 mPa) gauge to the left hand
quick disconnect on the low pressure brake de-
tection module.
6. Install a 5000 psi (35 mPa) gauge to the quick
disconnect on the left (rear) brake valve of the
service brake treadle.
7. Install a 2000 psi (35 mPa) gauge to the quick
disconnect on the right (front) brake valve of the
service brake treadle.
NOTE: The 5000 psi (35 mPa) gauges attached in steps
4 and 5 are measuring front and rear brake accumula-
tor pressures.
7. Set park brake.
8. Release brake lock.
9. Start engine and allow accumulators to charge to
full system pressure.
10. Shut down engine.
* Record brake accumulator pressure readings on
data sheet.
11. Do not operate any controls for 10 minutes. Record
brake accumulator pressure again. Maximum
pressure drop in 10 minutes should not exceed
450 psi (3.1 mPa).
* Record pressure readings on data sheet.
Emergency Brakes
12. At this point, slowly bleed-off pressure from the
front brake accumulator, using the right hand man-
ual bleeddown valve. As front accumulator pres-
sure reaches 2000 50 psi (14 0.3 mPa), the low
brake warning light should illuminate and buzzer
should sound.
* Record pressure reading on data sheet.
13. Continue slowly bleeding-off pressure from the
front brake accumulator. As front brake accumu-
lator reaches 1650 50 psi (11.6 0.3 mPa), the
emergency apply valve should activate.
14. Front and rear brakes should be fully applied
holding a steady 1275 to 1425 psi (8.8 to 9.8 mPa).
* Record pressure readings on data sheet.
NOTE: The brakes can only be released by bleeding
off the brake accumulators or establishing a safe work-
ing pressure in each brake accumulator circuit.
15. Start engine and charge the system.
16. Shut down engine and repeat steps 12 throught 14
bleeding-off the rear brake accumulator using the
left hand manual bleeddown valve. When the
emergency trigger pressure is reached, the front
brakes will be fully applied, holding a steady pres-
sure of 1275 to 1425 psi (8.8 to 9.8 mPa).
* Record pressure readings on data sheet.
Brake Lock
17. Start engine and charge the system.
18. Cycle brake lock several times to assure crisp shift
of solenoid valve and release of pressure.
J4-2 Brake Circuit Checkout J04008 1/93
19. Apply brake lock and read brake pressures. Front
pressure should be zero, and rear brake pressure
should be 1275 to 1425 psi (8.8 to 9.8 mPa) with
brake lock status light illuminated.
20. Turn off brake lock switch and rear brakes should
release with pressure reducing to 0 psi (0 mPa).
* Record pressure readings on data sheet.

BRAKE SYSTEM - FUNCTIONAL
Service Brakes
NOTE: Unless otherwise instructed, perform the fol-
lowing checks with the engine running at half throttle,
park brake applied, and brake lock released.
21. Very slowly depress the service brake pedal and
check circuit tracking. The gauges installed in
steps 6 and 7 should begin to rise simultaneously.
22. With the service brake treadle fully applied, brake
apply pressure to both front and rear brakes
should be 1275 to 1425 psi (8.8 to 9.8 mPa).
Release service brakes and the gauge readings
should return to 0 psi (0 mPa).
* Record pressure readings on data sheet.
NOTE: Brake pedal "feel" should be smooth with no
abnormal noise or mechanical roughness.
23. Slowly depress brake pedal and check to see that
stop lights come on at 100 5 psi (0.7 0.03 mPa).
* Record pressure on data sheet.
24. Quickly and completely depress the brake pedal
and check to see that front and rear brake pres-
sures read pressure obtained in step 22 within
approximately one second and maintain that pres-
sure fora minimum of 20 seconds. Release pedal
and make sure that each circuits pressure is zero.
* Record gauge readings on data sheet.
25. Check to see that all front pads are not tight against
disc. Pads should be loose and moveable by hand.
26. Check brake pedal free play. Refer to "Brake Pedal
Adjustment", Brake Circuit Component Service,
this section.
Retarder
27. Shut down engine and open both brake accumu-
lator bleeddown valves and allow both accumula-
tors to bleed down. Close both bleeddown valves
after pressure in accumulators has been reduced
to zero.
28. Remove both 5000 psi (35 mPa) gauges from the
low pressure brake detection module.
29. Install one 5000 psi (35 mPa) gauge onto pressure
tap provided on retarder treadle valve.
30. Install one 5000 psi (35 mPa) gauge in the park
brake circuit at the auxiliary manifold.
31. Start engine and charge the system.
32. With engine running at half throttle very slowly
depress the retarder treadle valve and check cir-
cuit tracking.
33. Retarder pedal fully depressed brake apply pres-
sure to rear brakes should be 1100 to 1200 psi (7.7
to 8.4 mPa).
* Record pressure reading on data sheet.
NOTE: The pressure gauges on the service brake
treadle valves should remain at 0. If not one of the three
shuttle valves in the circuit may not be functioning
properly.
34. Release the brakes and the brake apply pressure
in the retarder circuit should return to 0 psi (0 mPa).
* Record on data sheet.
Park Brake
35. With engine running and park brake switch in the
"off" position, the park brake should be released
and the warning light off. Read the pressure on the
5000 psi (35 mPa) gauge which was installed with
step 30. Park brake pressure should be 2750 50
psi (9.1 0.4 mPa).
* Record pressure on data sheet.
36. Check park brake to make sure there is a gap
between park brake lining and drum.
* Record gap measurement on data sheet.
NOTE: If park brake is not released, refer to "Parking
Brake Adjustment", this section, and repeat steps 35
and 36.
J04008 1/93 Brake Circuit Checkout J4-3
37. Shut down engine and turn off key switch with the
park brake switch in the "OFF" position. The Steer-
ing bleeddown circuit is activated, discharging the
steering accumulator and the pump outlet pres-
sure which automatically will apply the park brake.
38. Start the engine with the park brake in the "ON"
position. The park brake will remain "ON" along
with the indicator as pressure builds.
39. At low idle, apply the service brakes and slowly shift
the transmission into forward and/or reverse
gears. With the park brake switch in the "ON"
position forward and/or reverse will be inhibited.
40. Turn the park brake switch "OFF" and forward
and/or reverse gears should function after shifting
through neutral.
41. Shut down engine and open both brake accumu-
lator bleeddown valves.
42. Remove all pressure gauges from system.
43. Install a 5000 psi (35 mPa) gauge in the quick
disconnects on both rear brake housings.
44. Close both brake accumulator bleeddown valves,
start engine and charge system.
45. Apply service brake treadle valve and observe
pressure at full apply.
46. Apply retarder brake treadle valve and observe
pressure at full apply.
47. If pressures observed in steps 45 and 46 corre-
spond to pressure previously recorded, then op-
eration of circuit shuttle valves is correct.
NOTE: Defective shuttle valves may affect circuit track-
ing and pressures. Isolating individual valves will aid
in locating a malfunction in that particular circuit.
48. If any readings specified in the preceeding proce-
dure were not within specifications, the reason(s)
for the incorrect pressure(s) must be identified,
corrected and checkout again verified. All read-
ings must be correct and proper circuit operation
present before releasing truck for production.
49. Shut down truck and open manual bleeddown
valves on both brake accumulators.
50. Remove all pressure gauges and fittings which
were installed for brake checkout procedures.
J4-4 Brake Circuit Checkout J04008 1/93
BRAKE CIRCUIT AND SERVICE BRAKE TREADLE VALVE TROUBLESHOOTING
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: The Service Brakes are Locked
Connections to tank and pressure ports reversed.
Tank line is plugged or restricted.
Brake Lock Valve defective.
Emergency Apply Valve defective.
Correct the plumbing.
Remove restriction.
Replace solenoid valve
Replace valve.
TROUBLE: Both Brake Circuits are Dragging
Tank line has back pressure.
Pedal return stop out of adjustment, residual pressure.
Service Brake Treadle Valve pilot port pressurized.
Insure tank line has no back pressure.
Adjust pedal return stop.
Verify proper operation of emergency apply valve.
TROUBLE: One Brake Circuit is Dragging
There is an obstruction in the dual control treadle
subassembly.
Service Brake Treadle Valve is out of balance.
Actuator piston defective.
Service Brake Treadle Valve is defective.
Remove obstruction.
Adjust balance according to instructions.
Replace actuator piston.
Repair or replace Service Brake Treadle Valve.
TROUBLE: The Brakes are Not Going to Full Pressure
Pedal stop out of adjustment.
Internal malfunction of modulating section of Service
Brake Treadle Valve.
The supply pressure is low.
Improper shimming inside Service Brake Treadle
Valve.
Shuttle valve(s) in retarder/rear brake circuit defective.
Adjust pedal stop.
Remove, disassemble, clean, and reassemble Service
Brake Treadle Valve.
Check pump system and accumulators.
Reshim Service Brake Treadle Valve according to
instructions.
Obstruction in shuttle valve. Isolate shuttle valves to
determine defective valve. Disassemble and clean or
replace valve.
J04008 1/93 Brake Circuit Checkout J4-5
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied
Short in electrical system.
Brake accumulators bleed down.
Low pressure sensing shuttle valve defective.
Check wiring.
Valve Open.
Replace valve.
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
There is a leak or other malfunction in one brake circuit.
Low pressure sensing shuttle valve defective.
Shuttle valve(s) in retarder/rear brake circuit defective.
Inspect brake system.
Replace valve.
Obstruction in shuttle valve. Isolate shuttle valves to
determine defective valve. Disassemble and clean or
replace valve.
TROUBLE: Low Retarder Brake Pressure
Retarder pedal stop out of adjustment.
Internal malfunction of modulating section of retarder
valve.
Supply pressure low.
Improper shimming inside retarder valve.
Shuttle valve(s) in retarder/rear brake circuit defective.
Adjust pedal stop.
Remove, disassemble, clean and reassemble retarder
control valve.
Check pump system and accumulators.
Reshim retarder valve according to instructions.
Obstruction in shuttle valve. Isolate shuttle valves to
determine defective valve. Disassemble and clean or
replace valve.
TROUBLE: Indication of Excessive Brake Temperature (Warning Light On or Gauge Reading High)
Brakes dragging.
Low oil level in hydraulic tank.
High oil level in hydraulic tank.
Restriction in heat exchanger.
Truck being operated in improper transmission range.
See Trouble/Cause/Action previous page.
Fill hydraulic tank to proper level.
Drain hydraulic tank to proper level.
Repair or replace heat exchanger.
Refer to Grade/Speed Chart and select proper trans-
mission operating range.
TROUBLE: Low Pressure Warning Light Not Operating Properly
The bulb is burned out.
The circuit is open.
Pressure switch defective.
Low pressure sensing shuttle valve defective.
Replace the bulb.
Check the wiring.
Replace the pressure switch.
Replace valve.
J4-6 Brake Circuit Checkout J04008 1/93
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Low Pressure Warning Light is On Even Though System Pressure is Proper
Short in electrical system.
Pressure switch is defective.
Check wiring.
Replace pressure switch.
TROUBLE: Low Pressure Warning Light Comes On and Pressure is Low
Accumulator Bleeddown valves open.
Charging circuit is malfunctioning.
Restriction in hydraulic filter(s)/heat exchanger.
The pump is worn.
Close Valves.
Check charging circuit.
Repair or replace hydraulic filter(s)/heat exchanger.
Rebuild or replace pump.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator bleeddown valve is open.
Accumulator precharge is low.
Leak in one circuit, external or internal.
Malfunction in Service Brake Treadle Valve .
Accumulator check valves leaking.
Check plumbing.
Close valve, check precharge.
Check plumbing; circuit leakage.
Remove, disassemble, clean, reassemble; or replace.
Replace check valve.
TROUBLE: A "Squeal" is Heard When Retarder or Service Brake Treadle Valve is Operated
Rapid operation of controller.
Service Brake Treadle Valve assembly is damaged.
Hydraulic oil is too hot.
Normal.
Replace the Service Brake Treadle Valve assembly.
Check hydraulic system cooling.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Shuttle valve(s) in Retarder/Brake Circuit defective.
Brake lines are blocked or improperly connected.
Obstruction in shuttle valve. Isolate shuttle valves to
determine defective valve. Disassemble and clean or
replace valve.
Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in Service Brake Treadle Valve.
Damage in Service Brake Treadle Valve assembly.
Will require disassembly and cleaning.
Replace Service Brake Treadle Valve assembly.
J04008 1/93 Brake Circuit Checkout J4-7
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Oil is Leaking Around the Pedal Base
Defective seal on the top of treadle valve. Replace the seal.
TROUBLE: Oil is Leaking Between the Service Brake Treadle Valve Body Sections
Service Brake Treadle Valve pilot and modulating
sections not bolted tightly together.
Defective O-ring(s) between valve sections and brake
manifold.
Remove mounting plate from valve body and tighten
capscrews joining pilot and modulating sections to-
gether.
Replace the O-ring(s).
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Leak in hydraulic system.
Accumulators precharge too high or too low.
Service Brake Treadle Valve plumbed incorrectly.
Internal leakage in Service Brake Treadle Valve
assembly.
Pump is worn.
Check hydraulic system for leaks.
Check accumulator precharge.
Correct plumbing.
Replace Service Brake Treadle Valve assembly.
Rebuild or replace pump.
TROUBLE: The Parking Brake is Locked
Parking brake solenoid is de-energized.
Parking brake solenoid coil defective.
Parking brake solenoid valve defective.
Park brake linkage improperly adjusted.
Check power to solenoid.
Replace coil.
Replace solenoid valve.
Adjust park brake linkage according to instructions in
service manual.
J4-8 Brake Circuit Checkout J04008 1/93
HAULPAK

CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
MACHINE MODEL UNIT NUMBER SERIAL NUMBER
I. INITIAL SYSTEM SET-UP
Operate Hydraulic System to obtain normal operating temperature.
Refer to Check-out Procedures.
STEP 2 Brake Accumulators charged to 1050 psi (7.3 mPa).
II. SERVICE BRAKE SYSTEM CHECK-OUT
Refer to appropriate Service Manual procedures and Bleed brakes.
Brake Valve Leakage
STEP 10 Front brake accumulator pressure.
Rear brake accumulator pressure.
STEP 11 Front brake accumulator pressure after 10 minutes.
Rear brake accumulator pressure after 10 minutes.
STEP 12 Front accumulator- pressure for warning light.
STEP 14 Front accumulator- pressure for emergency apply.
Front brakes- apply pressure.
Rear brakes- apply pressure.
STEP 16 Rear accumulator- pressure for warning light.
Rear accumulator- pressure for emergency apply.
Front brakes- apply pressure.
Brake Lock
STEP 19 Brake lock applied- front brake circuit.
Brake lock applied- rear brake circuit.
Brake lock off- front brake circuit.
Brake lock off- rear brake circuit.
J04008 1/93 Brake Circuit Checkout J4-9
HAULPAK

CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
(Continued)
Service Brakes
STEP 22 Front brake circuit- full apply.
Rear brake circuit- full apply.
Front brake circuit- pedal released.
Rear brake circuit- pedal released.
STEP 23 Pressure at which stop lights come on.
STEP 24 Front brake pressure within one second.
Rear brake pressure within one second.
Retarder
STEP 33 Retarder circuit- full apply.
Retarder circuit- pedal released.
Park Brake
STEP 35 Park brake circuit- released.
Park brake indicator light off- released.
STEP 36 Gap between park brake lining and drum.
Name of Mechanic or Inspector Doing Check-Out
J4-10 Brake Circuit Checkout J04008 1/93
FRONT WHEEL SPEED DISC BRAKES
The front brakes consist of two brake calipers per
wheel. Each caliper has two lining assemblies. There
are no adjusters in the caliper piston assemblies. Each
brake caliper has three bleeders. The brake calipers
with the linings, weigh approximately 140 lbs. (63.6 kg).
Before removing any brake lines or brake circuit
components be sure brake accumulators are bled
down. To bleeddown accumulators:
Turn key switch "Off", shut down engine
and wait at least 90 seconds to bleed
down steering accumulator. Rotate steer-
ing wheel back and forth; no front wheel
movement should occur.
Bleed down brake accumulators by turn-
ing Accumulator Discharge Valve handles
counterclockwise to open. Wait at least 90
seconds to let accumulators bleed down.
When brake accumulators are completely
bled down, close accumulator discharge
valves by turning handles clockwise.
Do not leave open.
Lining Replacement On Truck
1. Remove tires. Refer to "Tire Removal", Section "G".
2. Inspect brake linings (1, Figure 5-1) for wear.
Linings must be replaced when worn to minimum
of 0.100 in. (2.5 mm) from back plate.
3. Observe brake disc wear. Refer to Figure 5-2 for
maximum disc wear. To replace brake disc, refer
to Section "G", Front Wheel Hub Removal.
4. Remove lining retainer capscrews (1, Figure 5-3)
and retainer (2) on each side of disc.
5. Pry against linings to force pistons back into cali-
per.
6. Remove linings from caliper.
7. After linings have been removed, check wiper
seals, they should be soft and pliable. If hard or
torn, caliper must be removed for rebuild.
8. Install new linings.
9. Install retainer (2), apply Loctite 271 to retainer
capscrews (1). Tighten capscrews to 170 ft.lbs.
(230 N.m) torque.
10. Check that linings move freely between retainers.
11. Install tires. Refer to Section "G" for tire installation.
Before placing truck in production, linings must be
burnished. Refer to "Service Brake Burnishing"
Procedure.
FIGURE 5-1. DISC BRAKE LININGS
FIGURE 5-2.DISC WEAR SPECIFICATIONS
FIGURE 5-3. BRAKE CALIPER ASSEMBLY
1. Capscrew 3. Bleeder Valve
2. Lining Retainer
J05008 8/90 Front Disc Brakes J5-1
BRAKE CALIPER REPAIR
Removal
Before removing any brake lines or brake circuit
components be sure brake accumulators are bled
down. To bleeddown accumulators:
BLOCK WHEELS OF TRUCK!
Turn key switch "Off", shut down engine
and wait at least 90 seconds to bleed
down steering accumulator. Rotate steer-
ing wheel back and forth; no front wheel
movement should occur.
Bleed down brake accumulators by turn-
ing Bleeder Valve handles counterclock-
wise to open. When accumulators are
completely bled down, close bleeder
valves by turning Bleeder Valve handles
clockwise. Do not leave open.
1. Clean brake caliper and spindle area thoroughly
before tire removal.
2. Remove tires. Refer to Section "G" for Tire Removal
Procedure.
3. Be sure brake accumulators are bled down. Dis-
connect brake line to caliper and plug line to
prevent contamination.
4. Remove lining retainer capscrews (1, Figure 5-4)
and retainers (2). Remove linings (4).
5. Install a lift eye bolt into retainer capscrew hole.
6. Brake calipers weigh approximately 140 lbs.
(63.6 kg). Attach lifting device to eye bolt which
was previously placed in retainer capscrew hole.
Take up slack.
7. Remove caliper mounting capscrews (5).
8. Lift caliper away from disc and take to work bench.
Installation
1. Install caliper without lining onto mounting struc-
ture. Tighten mount capscrews (5, Figure 5-4) to
1050 ft.lbs. (1424 N.m) torque. Remove eye bolt.
2. Pry pistons back completely into caliper housing.
Do not damage dust covers.
3. Install lining assemblies (4) retainers (2) and apply
Loctite 271 to retainer capscrews (1). Tighten to
170 ft.lbs. (230 N.m) torque.
4. Check that linings move freely in retainers and
caliper assembly.
5. Connect brake lines to brake caliper.
6. Bleed brakes, refer to "Front Brake Bleeding Pro-
cedure", this section.
7. Install tires. Refer to "Tire Removal", Section "G".
8. If new linings replaced the old linings, the new
linings must be burnished before placing truck
back into service. See "Brake Burnishing Proce-
dure" in this section.
Piston And Seal Removal
1. Brake calipers must be removed for Piston and
Seal Removal. See "Brake Caliper Repair" for re-
moval procedure.
2. Remove cylinder heads (1, Figure 5-5) and pistons
(2).
3. Remove O-rings (3), from cylinder heads (1).
4. Remove all wipers (4), O-rings (5) and back up
rings (6) from each piston bore of caliper and
discard.
FIGURE 5-4.BRAKE CALIPER INSTALLATION
1. Capscrew 4. Lining
2. Lining Retainer 5. Capscrew
3. Bleeder Valve
J5-2 Front Disc Brakes J05008 8/90
Piston and Seal Installation
1. Clean all parts thoroughly and inspect for service-
ability.
2. Polish any minor scratches from pistons and cali-
per bores.
3. Using new O-rings, backup rings and wipers,
lightly coat all parts with clean C-3 hydraulic oil.
4. Install O-rings (5, Figure 5-5), backup rings (6) and
wipers (4) into each bore of caliper. Install backup
rings toward lining side of seal grooves.
5. Lightly coat pistons (2) with clean C-3 hydraulic oil
and install from lining side of bores.
6. Install O-rings (3) on cylinder heads.
7. Install cylinder heads (1) and tighten to 75 ft.lbs.
(101 N.m) torque.
8. Install bleeder valves (7), if removed.
BRAKE CALIPER BENCH TEST
The purpose of this test is to be certain that overhaul
of the calipers was performed satisfactorily. Any leak-
age found during this test must be corrected before
installing on truck.
A hydraulic supply with sufficient volume and pressure
capacity to extend piston assemblies will be necessary.
A gauge of 0-2000 psi (0-14MPa) should be placed in
the output line of the hydraulic source.
Fabricate a block to simulate brake disc. Use lining
backing plate as a template. Thickness of test block
should be 0.625 in. (18.8 mm) thick.
1. Secure brake caliper assembly in vise or other
holding fixture.
2. Install new linings and brake disc block.
Be sure test block is securely retained in caliper
head before applying pressure.
3. Attach hydraulic source to inlet port of caliper
assembly.
Oil used in the hydraulic source must be of the
same type as used in the Brake Circuit on the
HAULPAK

truck.
4. Bleed air from caliper assembly.
During testing or bleeding procedure, DO NOT
allow oil to come into contact with brake linings.
5. Gradually increase hydraulic pressure to 1200 psi
(8.4 MPa), observing piston assembly for leakage.
6. Reduce pressure to 0 psi (0 MPa).
7. Repeat Step 5 and 6 three times. If no leakage has
been observed, reduce pressure to 0 psi (0 MPa)
and disconnect hydraulic source and remove test
block.
FIGURE 5-5. BRAKE CALIPER ASSEMBLY
1. Cylinder Heads 5. O-Rings
2. Pistons 6. Backup Rings
3. O-Rings 7. Bleeder Valve
4. Wipers
J05008 8/90 Front Disc Brakes J5-3
8. Use adequate force to pry each piston fully into
caliper housing. Do not damage O-rings, wipers,
or backup rings.
9. Install brake calipers on truck. Refer to "Installa-
tion" instructions.
FRONT BRAKE BLEEDING PROCEDURE
Hydraulic fluid escaping under pressure can have
sufficient force to enter a persons body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
Eye protection such as goggles or a face shield
should be used while performing the following
procedures.
1. Start engine and allow brake accumulators to
charge. After accumulators have charged, oper-
ate engine at 1000 RPM.
2. Install a hose to top bleeder valve of caliper to drain
hydraulic oil into a container.
3. Depress service brake pedal and hold down.
Open bleeder only one turn maximum to prevent
hose from blowing off bleeder valve and oil spilling
onto ground. DO NOT allow oil to come into con-
tact with brake linings.
4. Open bleeder valve for one minute or until a clear,
steady air-free flow of oil comes from bleeder
hose.
5. After air-free oil is observed, close bleeder and
release treadle valve. Remove hose.
6. Repeat above procedure for each caliper.
7. After all calipers are bled, make three complete
brake applications by depressing treadle valve
down completely. Be certain the brake lining does
not bind, and that it works properly. Check for
leakage after three applications have been made.
FRONT SERVICE BRAKE
BURNISHING PROCEDURE
During normal truck operation, the rear wet disc brakes
provide 70% of the braking effort. Therefore, to burnish
the front brakes, it will be necessary to TEMPORARILY
disconnect the rear wet disc brakes from the Service
Brake Treadle Valve.
The Retarder pedal will still be operative.
Braking effort is seriously reduced without the rear
wet disc brakes. Prior to disconnecting rear
brakes, be certain truck body is unloaded and a
level area free of obstacles and other equipment is
selected to operate truck while burnishing front
brakes. Serious injury to personnel and property
damage may result if these precautions are not
followed.
1. Park truck in a level area, block wheels and apply
parking brake.
Before removing any brake lines or brake circuit
components be sure brake accumulators are bled
down. To bleeddown accumulators:
Turn key switch "Off", shut down engine
and wait at least 90 seconds to bleed
down steering accumulator. Rotate steer-
ing wheel back and forth; no front wheel
movement should occur.
Bleed down brake accumulators by turn-
ing Accumulator Discharge Valve handles
counterclockwise to open. Wait at least 90
seconds to let accumulators bleed down.
When brake accumulators are completely
bled down, close accumulator discharge
valves by turning handles clockwise.
Do not leave open.
2. Bleed down accumulators and disconnect the rear
brake apply line at the left service brake treadle
valve. Refer to Brake Circuit Component Service,
this Section, for location of brake apply port.
3. Install an O-ring plug in the left brake apply port
of the service brake treadle valve and cap "tee"
connection on right service brake treadle valve
going to the Service Brake/Retarder Shuttle valve.
Tighten all caps, plugs and brake lines securely to
prevent high pressure leakage.
J5-4 Front Disc Brakes J05008 8/90
4. Remove wheel blocks and start engine. Be certain
truck body is unloaded and a level area free of
obstacles and other equipment is selected to op-
erate truck while burnishing front brakes. Do not
exceed 15 mph (24 kph).
5. Drive truck while applying brakes until disc surface
reaches temperature of 450
o
- 550
o
F (232
o
- 287
o
).
Measure front brake disc temperatures with a
hand held pyrometer.
NOTE: During the burnishing procedure, the retarder
pedal may be used to apply the rear brakes if safety or
other circumstances require quick stoppage of truck.
6. Let discs cool to 200
o
F (93
o
C).
7. Repeat Steps 4, 5, and 6 three times to complete
burnishing procedure.
8. Repeat Step 1 and bleeddown accumulators.
9. Remove O-ring plug (installed at step 3.) in brake
apply port of left service brake treadle valve and
remove cap from "tee" connection on right service
brake treadle valve. Connect rear brake apply line
to the left service brake treadle valve. Connect
brake apply line going from "tee" on right service
brake treadle valve to the Service Brake/Retarder
Shuttle valve. Tighten all brake lines securely to
prevent high pressure leakage.
10. Refer to Rear Brake Bleeding Procedures, this
Section, and bleed rear brakes to clear any air
trapped during brake line removal/installation.
11. Be sure ALL steps outlined above have been
completed before releasing truck for operation.
J05008 8/90 Front Disc Brakes J5-5
NOTES
J5-6 Front Disc Brakes J05008 8/90
REAR WET DISC BRAKE ASSEMBLY
A Wet Disc Brake Assembly is mounted on both sides
of the differential on the final drive housing and inboard
from the wheel hub and planetary drive. This assembly
contains a splined housing, two damper discs, ten
separator plates, eleven friction discs, a spacer, a
piston assembly, and a splined rotating hub.
The housing is internally splined to retain the steel
damper and separator discs. The separator discs are
alternately placed between the friction faced discs
which are splined to the rotating hub. The inboard side
of the assembly contains the piston assembly which is
activated by hydraulic pressure from either the service
brake treadle valve or the retarder treadle valve. As
hydraulic pressure is applied, the piston moves and
compresses 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 ro-
tation is slowed until maximum force is reached and
the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The cooling oil circuit is a low-pressure circuit which
is completely separate from the high-pressure piston
apply circuit. The cooling oil flows from the pump,
through two 12 micron (absolute) filters, through a heat
exchanger, to the brake assembly housing (from the
outside of the housing inward to the rotating hub for
maximum cooling) and then to the hydraulic tank.
Dynamic retarding is also provided by the wet disc
brakes. When the operators retarder pedal is depre-
sed, front wheel brakes are not used; only the rear wet
disc brakes are applied. The dynamic retarding is used
to slow the truck during normal truck operation or to
control speed coming down a grade.
WET DISC BRAKE ASSEMBLY
Removal
Before removing any brake lines or brake circuit
components be sure brake accumulators are bled
down. To bleeddown accumulators:
BLOCK WHEELS OF TRUCK!
Turn key switch "Off", shut down engine
and wait at least 90 seconds to bleed
down steering accumulator. Rotate steer-
ing wheel back and forth; no front wheel
movement should occur.
Bleed down brake accumulators by turn-
ing Accumulator Discharge Valve handles
counterclockwise to open. Wait at least 90
seconds to let accumulators bleed down.
When brake accumulators are completely
bled down, close accumulator discharge
valves by turning handles clockwise.
Do not leave open.
1. Remove rear wheels and tires, planetary drive, and
wheel hubs. Refer to Section "G", Drive Axle, Spin-
dles and Wheels.
WET DISC BRAKE ASSEMBLY
J06008 9/90 Rear Wet Disc Brake Assembly J6-1
2. Install retaining brackets and capscrews (1, Figure
6-1), if not previously installed. Refer to Special
Tools, Section "M" for bracket description. Re-
move seal carrier (11, Figure 6-1) and floating ring
seal (12), if not previously removed after wheel
hub removal.
3. To prevent hydraulic oil from siphoning from tank,
loosen the plug above the return tube in the top
cover of the hydraulic tank. Refer to Hydraulic
Tank, Section "L". Remove one of two drain plugs
(2) to drain excess oil into container.
4. Punch-mark final drive housing and brake assem-
bly housing to aid in proper positioning during
assembly.
5. Remove capscrews holding lower cooling-oil line
(inlet), upper cooling-oil line (outlet) and rear
brake shuttle valve to brake housing. Cap/plug all
open lines and ports to prevent contamination.
Brake Assembly weighs approximately 1200 lbs.
(545 kg.). Use adequate lifting devices.
6. Install lifting device and take up slack. Remove
capscrews (6) and carefully slide brake assembly
off of final drive housing.
7. Move assembly to a clean, dry working area. Place
on wooden blocks for disassembly/storage.
Installation
1. Inspect and clean brake mounting surface (4,
Figure 6-1), particularly around O-ring (5) sealing
surface. If O-ring sealing surface is nicked or
scratched, repair area before installing brake as-
sembly.
2. Install O-ring (5) into brake assembly.
3. Attach lifting device (see WARNING above) and
lift assembly into position. Slide onto final drive
mounting surface, taking care not to damage
O-ring.
4. Position housing assembly so match-marks line
up and hydraulic ports are in correct position.
Install capscrews (6). Tighten capscrews to
standard torque.
5. Remove caps and plugs from lines and ports and
install new O-rings on fittings. Connect lower cool-
ing-oil line (inlet), upper cooling-oil line (outlet)
and rear brake shuttle valve to brake housing.
Tighten capscrews to standard torque.Tighten
plug above the return tube in the top cover of the
hydraulic tank.
6. Inspect floating ring seal (12). Replace if nicked or
scratched . Refer to "Floating Ring Seal Assembly/
Installation", this Section.
FIGURE 6-1. WET DISC BRAKE ASSEMBLY
1. Retaining Bracket & 6. Capscrew
Capscrews 7. Floating Ring Seal
2. Drain Plug 8. O-Ring
3. Cooling Oil Port 9. Pin
4. Axle Housing Mount 10. O-Ring
Surface 11. Seal Carrier
5. O-Ring 12. Floating Ring Seal
J6-2 Rear Wet Disc Brake Assembly J06008 9/90
7. Install O-ring (10) and pin (9) into seal carrier (11).
Slide carrier onto housing. Pin must engage into
slot of case structure. To determine correct pin
engagement, measure distance from face of seal
structure to face of housing (Figure 6-2). Dimen-
sion should be 16.06 0.06 in. (40.79 0.15 cm).
8. Refer to Section "G", for installation of Wheel Hub,
Planetary Drive, Wheels and Tires.
NOTE: If new seal rings were installed in oil brake
housing, truck speed must not exceed 25 MPH (40
KPH) during the first 4 hours of operation. See "Break-
In Procedure" CAUTION decal in cab.
Wet Disc Brake Disassembly
1. Disassemble rear brake assembly in a clean and
dry work area. Match mark all components.
2. Place assembly (Figure 6-3), piston (1) side up and
hub (8) down on wooden blocking.
FIGURE 6-3. WET DISC BRAKE ASSEMBLY
1. Piston Assembly 5. Damper 9. Floating Ring Seal Assembly
2. Brake Housing 6. Retaining Bracket & Capscrews 10. Spacer
3. Damper 7. O-Ring Seal Bore 11. Capscrews
4. Disc Pack 8. Rotating Hub
FIGURE 6-2. SEAL CARRIER DIMENSION
J06008 9/90 Rear Wet Disc Brake Assembly J6-3
3. Remove capscrews (11, Figure 6-3) and install two
threaded eyebolts (1, Figure 6-4) for lifting.
4. Attach lifting device and lift piston assembly (2)
out. Set off to one side on wood blocks or work-
bench.
5. Remove disc pack (1, Figure 6-5) and spacer (2).
Note the order of pack assembly. Place pack off
to one side for cleaning and further inspection.
FIGURE 6-5. DISC PACK REMOVAL/INSTALLATION
1. Disc Pack 3. Housing 5. Retaining Brackets and Capscrews
2. Spacer 4. Rotating Hub
FIGURE 6-4. PISTON REMOVAL/INSTALLATION
1. Eyebolt 4. Retaining Bracket & Capscrews 7. Disc Pack
2. Piston Assembly 5. O-Ring Seal Bore 8. O-Ring
3. Brake Housing 6. Rotating Hub 9. Capscrews
J6-4 Rear Wet Disc Brake Assembly J06008 9/90
6. Lift brake housing and invert housing so hub (2,
Figure 6-6) is facing up. Remove capscrews (7)
holding the three retaining brackets (6).
7. Attach lifting device to hub and lift hub and ring
seal (3) away from brake housing (5). Be careful
not to damage ring seal (4).
8. Inspect seals (3 & 4). Clean mounting areas and
seals thoroughly. If any damage is found, seal
assembly must be replaced. Install new seals
according to "Floating Ring Seal Installation", this
section.
FIGURE 6-6. HUB AND BRAKE HOUSING ASSEMBLY
1. O-Ring Bore 4. Floating Ring Seal 6. Retaining Bracket
2. Rotating Hub 5. Brake Housing 7. Capscrews
3. Floating Ring Seal
J06008 9/90 Rear Wet Disc Brake Assembly J6-5
Brake Piston Disassembly
1. Position piston with hydraulic ports (6, Figure 6-7)
down, onto a wooden or padded work area.
2. Remove eight capscrews(1), springs (3) and
spring guides (2). Separate piston (4) from piston
housing.
3. Remove seal rings and O-rings (8 & 9) and discard.
Brake Piston Inspection
The work area must be clean! All parts must be
carefully handled so that no damage occurs to
polished sealing surfaces.
1. Check housing bore (5, Figure 6-7) to be sure that
no nicks or scratches are present. If nicks or
scratches cannot be removed by polishing, re-
place piston housing.
NOTE: Inboard and outboard O-ring grooves are dif-
ferent diameters.
2. Inspect piston seal ring grooves for any nicks or
scratches. If nicks or scratches cannot be re-
moved by polishing, replace piston.
3. Check piston return springs for wear as follows:
Wire Size: 0.177 0.001 in. (4.50 0.025 mm)
Coil I.D.: 0.646 0.020 in. (16.40 0.508 mm)
Coil O.D.: 1.00 0.020 in. (25.40 0.508 mm)
Total Number of Coils: 9.93
Free Length:
2.825 in. 0.283 in. (71.75 7.20 mm)
Working Length Under Load:
2.380 in. (60.45 mm) @ 142 14 lbs. (64.5 6 kg)
1.758 in. (44.7 mm) @ 340 34 lbs. (154 15 kg)
Replace springs if they do not meet specifications.
Weak springs may not allow complete return of
the piston, causing rapid wear of the brake discs
and overheating of hydraulic oil.
Brake Piston Assembly
1. Install O-rings (8 & 9, Figure 6-7) into grooves of
piston (4), then insert seal rings (see detail # 9).
Using fingers or a smooth, rounded object, work
seal assembly into piston grooves. Do not nick or
scratch seal ring.
2. Lubricate piston and O-ring/seal ring assembly
with clean C-3 hydraulic oil.
3. Lubricate housing bore (5) with clean C-3 hydrau-
lic oil. Install two equally spaced 6.0 " long x 3/8"
- 16NC guide studs in piston return spring holes
to properly position piston.
FIGURE 6-7. PISTON ASSEMBLY
1. Capscrews with Washers 4. Piston 7. O-Ring
2. Spring Guide 5. Piston Housing Bore 8. O-Ring/Seal Ring (see detail # 9)
3. Spring 6. Apply Port 9. O-Ring/Seal Ring
J6-6 Rear Wet Disc Brake Assembly J06008 9/90
4. Place piston carefully (O-ring side down) into
piston housing. Align holes of piston with guide
studs in the housing. Firmly tap piston into hous-
ing (using nonmetallic mallet) until seated or bot-
tomed out. Remove guide studs.
5. Assemble spring guides (2, Figure 6-7) into
springs (3). Apply LOCTITE to threads of 3/8-
16NC capscrews with washers (1). Insert cap-
screws/washers into spring assemblies and place
into guide holes of piston and piston housing.
Tighten capscrews to standard torque.
6. Pressure check piston assembly by attaching a
clean, C-3 hydraulic oil supply to one apply port
(6) and a pressure gauge to the other. Apply 100
psi. (0.69MPa) of hydraulic pressure. Check for
leaks and proper operation of piston before final
assembly.
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!
Floating ring seals should ALWAYS be installed in
MATCHED pairs: that is, two new rings OR two rings
that have previously run together. NEVER assemble
one new ring and one used ring; or two used rings that
have not previously run together.
ALWAYS USE NEW TORIC RINGS!!
1. Inspect seal surfaces and mounting cavities for
rough tool marks or nicks that may damage rub-
ber seal rings. Hone smooth and clean, if required.
Remove any oil, dust, protective coating or other
foreign matter from the metal seal rings, the toric
rings, and both the housing and seal ring ramps.
Use tri-chloroethane # 111 which is a non-petro-
leum base, rapid drying solvent leaving no film.
Allow surfaces to dry completely. Use clean, lint-
free material such as "Micro-Wipes # 05310" for
cleaning and wiping.
When using tri-chloroethane or any solvent, avoid
prolonged skin contact. Use solvents only in well
vetilated areas and use approved respirators to
avoid breathing fumes. Do not use near open flame
or welding operations or other heated surfaces
exceeding 900F (482C). Do not smoke around
solvents.
Both ramps must be dry. Use clean, lint-free
cloths or lint-free paper towels for wiping.
NOTE: Oil from adjacent bearing installations or seal
ring face lubrication MUST NOT get on the ramp or
toric until after both seal rings are together in their
final assembled postion.
2. Install the rubber toric on the seal ring.
FIGURE 6- 8. FLOATING RING SEAL TERMINOLOGY
1. Seal Ring 6. Seal Ring Face
2. Rubber Toric 7. Seal Ring Ramp
3. Housing Retainer Lip 8. Seal Ring Retainer Lip
4. Housing Ramp 9. Installation Tool
5. Seal Ring Housing
J06008 9/90 Rear Wet Disc Brake Assembly J6-7
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.
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.
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.
4. With all surfaces of toric ring wet, use installation
tool to position seal ring and toric ring squarely
against the seal housing.
APPLY SUDDEN AND EVEN PRESSURE to pop
(push) toric under housing retaining lip.
5. CHECK WITH 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 wheel hub seal.
6. If small adjustments are necessary, DO NOT
PUSH DIRECTLY ON THE SEAL RING. Make
any required adjustments with installation tool.
7. Toric can twist if it is dry on one spot or if there are
burrs or fins on the housing retaining lip.
A bulging toric or cocked seal can contribute to
eventual failure.
NOTE: Toric ring must not slip on ramps of either seal
ring or housing. To prevent slippage, -- WAIT -- at least
two minutes. Let all tri-chloroethane evaporate before
further assembly. Once correctly in place, the toric ring
must roll on the ramps only. If correct installation is
not obvious, repeat steps 3 through 6.
CORRECT ASSEMBLY
J6-8 Rear Wet Disc Brake Assembly J06008 9/90
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.
9. Apply a thin film of clean oil on the seal faces. Use
an 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.)
10. Be certain both housings are in correct alignment
and are square and concentric. Move the parts
slowly and carefully toward each other.
NOTE: Do not slam, bump or drop seals together. High
impact can damage the seal face and cause leakage.
MAKE SURE
SEALS ARE SQUARE
and CONCENTRIC.
INCORRECT ASSEMBLIES
J06008 9/90 Rear Wet Disc Brake Assembly J6-9
A wet spot between housing
and ramp can cause sliding
and cock the seal.
Cocked seals cause uneven
presure on the seal face and
may cause seal to wobble.
Uneven pressure causes
leakage or scoring.
Wobbling seals can cause dirt
entry problems in the field.
Wet Spot Slippage
RESULTS OF INCORRECT ASSEMBLY
Points "A" & "B" Remain Stationary
ORIGINAL POSITION "AS ASSEMBLED"
Points "X" & "Y" Rotate 180
This causes high
pressure at "A""Y" and
possible galling.
Whereas at "B""X" there is
low pressure and
possible leakage.
ROTATED 180 FROM "ORIGINAL POSITION"
J6-10 Rear Wet Disc Brake Assembly J06008 9/90
Wet Disc Brake Assembly
1. Position hub (2, Figure 6-9) and brake housing (5)
each with seal cavity (3 & 4) facing up. Clean seal
cavities and inspect for any damage.
2. If no damage is found in seal cavity refer to
"Floating Ring Seal Installation" procedure and
install new seal halves (3 & 4).
3. After seals have been properly installed, attach
lifting device to hub (2) and position over housing
(5). Very carefully lower hub into housing. Do not
damage the seal or surfaces. Align the drilled
holes in the hub with the three raised bracket pads
on housing.
4. Secure retaining brackets (6) to hub (2) and hous-
ing (5) with capscrews (7). Tighten capscrews to
standard torque.
The three brackets are for TEMPORARY USE ONLY
while assembling and installing the Wet Disc Brake
Assembly. They must be removed before final
wheel bearing adjustment takes place.
5. Invert the housing and hub assembly with the hub
side facing down (4, Figure 6-10). Position the hub
mounting surface on wood blocks.
FIGURE 6-9. HUB AND BRAKE HOUSING ASSEMBLY
1. O-Ring Bore 4. Floating Ring Seal 6. Retaining Bracket
2. Rotating Hub 5. Brake Housing 7. Capscrews
3. Floating Ring Seal
FIGURE 6-10. DISC PACK REMOVAL/INSTALLATION
1. Disc Pack 4. Rotating Hub
2. Spacer 5. Retaining Brackets
3. Housing and Capscrews
J06008 9/90 Rear Wet Disc Brake Assembly J6-11
6. Prior to assembling disc pack, wipe each plate with
a lint-free cloth. Inspect and measure all dampers,
separator plates, friction discs and spacer for
wear or damage. If any damage is found or if a
part does not meet specifications, replace part.
Plate Measurements are:
Quantity Description New Plate Thickness
2 Dampers 0.272 0.020 in.
(6.9 0.5 mm)
10 Separator
Plates
0.094 0.004 in.
(2.4 0.1 mm)
11 Friction
Discs
0.200 0.005 in.
(5.08 0.13 mm)
1 Spacer 0.438 0.005 in.
(11.13 0.13 mm)
7. Place spacer (2) into the brake housing (3). It is
not included in the disc pack measurement.
8. Assemble disc pack in a clean, dry area away from
brake housing. Using two wooden blocks of equal
thickness and of suitable length to support the
disc pack during measurement, assemble the
plates as follows:
1 -- Damper - Cork material facing down.
(Unfaced steel side always faces friction disc.)
1 -- Friction disc (internal splines)
1 -- Separator plate (external splines)
Continue to alternate friction discs and separator
plates until all eleven friction discs and ten sepa-
rator plates are used; finish with:
1 -- Damper - Cork material facing up.
(Unfaced steel side always faces friction disc.)
9. Disc pack must be compressed using a minimum
of 50 lbs. (22.7 kg) of weight distributed evenly
over disc pack. Keep weight applied during meas-
urement of disc pack thickness (step 10).
10. Using a 3" - 4" micrometer, take three measure-
ments on the outside edge of disc stack, in equally
spaced locations. Record each measurement and
average the three readings. The total disc pack
average thickness must be between 3.720 in.
(94.50 mm) minimum and 3.819 in. (97.00 mm)
maximum.
If average thickness is less than 3.720 in. (94.50
mm.), an additional separator plate will be re-
quired during assembly (see NOTE below).
If average thickness is greater than 3.819 in.
(97.00 mm), check individual plates for correct
quantity and thickness (step 6).
NOTE: If an extra separator plate is required, place
extra separator plate in the brake housing between the
spacer and first damper.
11. When disc pack stacked dimension has been
determined, place discs into brake housing in the
same order as stated in step 8 (spacer should
have been placed in housing previously). Be cer-
tain that first damper has cork side facing
spacer and last damper has cork side facing
piston; unfaced steel side always faces friction
disc.
J6-12 Rear Wet Disc Brake Assembly J06008 9/90
12. Attach lifting device to the assembled piston as-
sembly (2, Figure 6-11) making sure new O-ring
(8) is in place and lubricated with clean C-3 hy-
draulic oil. Position piston assembly over housing
(3) and align match marks. Lower piston assem-
bly into housing.
13. Install capscrews (9) securing piston assembly to
housing. Tighten capscrews to standard torque.
Refer to "Installation" procedure to install assem-
bly on final drive.
REAR WET DISC BRAKE
BLEEDING PROCEDURE
If hydraulic lines were removed from brake hous-
ing, be certain suction plug on hydraulic tank has
been tightened. If plug is left loose and engine is
started, hydraulic oil will leak from the plug.
1. Block wheels of truck.
2. A male quick-disconnect fitting is installed on the
back of each wet disc brake housing adjacent to
the rear brake shuttle valve. Locate both fittings
and clean thoroughly.
3. Assemble an open-close valve with a drain hose
and a female quick-disconnect fitting on one end.
4. Attach hose/valve and quick-disconnect assembly
onto brake housing quick-disconnect fitting.
5. Start engine and allow accumulators to charge.
Operate engine at 1000 rpm and apply brake lock
valve. Slowly open valve attached to rear brake
and drain oil into a clean container (5 gal. mini-
mum) for one minute or until a clear, steady flow
of oil is obtained.
6. Shut off engine and remove hose/valve and quick-
disconnect assembly from brake assembly.
7. Repeat Steps 4 and 5 with other rear brake.
8. After bleeding procedure is completed, fill hydrau-
lic tank if needed.
FIGURE 6-11. PISTON REMOVAL/INSTALLATION
1. Eyebolt 4. Retaining Bracket & Capscrews 7. Disc Pack
2. Piston Assembly 5. O-Ring Seal Bore 8. O-Ring
3. Brake Housing 6. Rotating Hub 9. Capscrews
J06008 9/90 Rear Wet Disc Brake Assembly J6-13
REAR BRAKE DISC WEAR INDICATOR
Rear brake disc wear should be checked every 1000
hrs. using the wear indicator tool (Figure 6-12)
mounted in one of the rear brake housings. On a new
truck, the wear indicator tool is located in the lower left
brake housing near the cooling oil line.
1. Park truck on a level surface and apply park brake.
Shut engine down and block rear wheels.
2. Thoroughly clean both rear brake assemblies,
especially the area surrounding the lower cooling
oil lines.
3. Place the transmission in neutral and start engine.
Apply brake lock and keep parking brake applied.
4. Remove wear indicator cover (1, Figure 6-12).
5. Operate engine at 1000 RPM.
6. Push rod (2) in until it stops against brake piston.
7. Measure the distance from rod shoulder (2) to
housing face (3).
If rod shoulder (2) is even with the housing face
(3) or below, disc pack is worn to maximum safe
wear limits. Brakes should be scheduled for re-
build.
If rod shoulder (2) does not go to housing face
(3), brake disc wear is still within allowable limits.
8. Pull rod (8) out until it stops against tool housing
(6) and install protective cover (1).
9. Release brake lock. Shut engine down.
NOTE: Checking disc wear in both brake assemblies
is recommended. Disc wear in one brake assembly
may be different from the other due to dissimilar op-
eration of parts and/or haul profiles which require
repeated braking/retarding while steering in one di-
rection only.
Removal/Installation
From One Brake To Another
The brake disc wear indicator tool is inserted in a port
which is open to cooling oil. Removal of the brake disc
wear indicator will cause the loss of some of this oil.
Advance planning will help to minimize oil loss.
1. Consider scheduling brake disc wear inspections
along with the recommended 1000 hr. change of
hydraulic oil and filters. Also consider obtaining
an additional brake disc wear indicator tool for
permanent installation on truck. If both brake as-
semblies are equipped with disc wear indicators,
future checks will not require removal.
2. Perform steps 1 and 2, "REAR BRAKE DISC WEAR
INDICATOR".
3. To prevent hydraulic oil from siphoning from tank,
loosen the plug above the return tube in the top
cover of the hydraulic tank. Refer to Hydraulic
Tank, Section "L".
4. Obtain a VM0315 (0.750 - 16 UNF-2B) O-ring plug
and be prepared to insert in hole as indicator tool
is removed. Position container to catch oil.
5. Remove the brake disc wear indicator tool, install
O-ring plug in place of tool. Inspect brake disc
wear indicator and replace O-rings (4, 5 & 7,
Figure 6-12).
6. Move to other brake assembly. Locate O-ring plug
in the lower part of brake housing near the cooling
oil line. Be prepared to insert indicator tool in hole
as O-ring plug is removed. Position container to
catch oil.
7. Remove the O-ring plug, install brake disc wear
indicator tool in place of plug.
8. Refill hydraulic tank as required. Tighten the plug
above the return tube in the top cover of the
hydraulic tank. Refer to Hydraulic Tank, Section
"L".
9. Perform steps 3 through 9, "REAR BRAKE DISC
WEAR INDICATOR".
10. If brake rebuild is necessary, refer to Removal,
Disassembly, Assembly, Installation this section.
NOTE: If any leakage is observed around the brake
disc wear indicator tool, replace O-rings (4, 5 and 7
Figure 6-12).
FIGURE 6-12. WEAR INDICATOR TOOL
1. Protective Cover 5. O-ring
2. Indicator Rod Shoulder 6. Tool Housing
3. Housing Face (Ref.) 7. O-ring
4. O-ring 8. Indicator Rod
J6-14 Rear Wet Disc Brake Assembly J06008 9/90
PARKING BRAKE
The Parking Brake Assembly is mounted to the rear of
the Allison transmission. It is controlled by an actuator
which is spring applied and hydraulically released.
Removal/Installation
If park brake assembly requires repair, refer to Allison
Transmission Service Manual for procedure.
Park Brake Lining Adjustment
1. With park brake released, move truck as required
to position access hole in park brake drum for
access to the adjusting star wheel (1, Figure 7-1).
2. Shut down engine. Securely block all wheels.
3. Remove hose at actuator.
4. Install a hand operated hydraulic pump with a
0-5000 psi (0-35 000 kPa) gauge to the fitting on
the park brake actuator (2, Figure 7-2).
5. Apply 1750 psi (12 066 kPa) to the park brake
actuator to release the brake.
6. Turn star wheel until linings are tight against brake
drum.
7. Back off star wheel three turns.
8. Relieve hand operated hydraulic pump pressure
and remove pump. Install hydraulic line on fitting
(2, Figure 7-2).
Park Brake Linkage Adjustment
NOTE: If transmission is exchanged or brake lever
and/or cam is changed, it will be necessary to make a
preliminary adjustment for lever to actuator linkage.
1. Refer to Steps 1 through 5 of park brake lining
adjustment to position actuator in released posi-
tion.
2. Turn star wheel adjuster until linings are tight
against brake drum.
3. Install link (3, Figure 7-2) to actuator (1).
4. Observe the relationship of park brake actuator
link (3) to the eye of park brake lever (4).
5. If the relationship is not close enough to allow the
lever to slide on the link pin, the park brake lever
will have to be removed from the serrated shaft
and moved to a position that will allow the lever to
slide on the link pin.
6. Install link pin, washer and key.
7. Proceed with the lining adjustment.
FIGURE 7-1. PARKING BRAKE ADJUSTMENT
1. Star Wheel Adjuster
FIGURE 7-2. PARK BRAKE LINKAGE ADJUSTMENT
1. Actuator 3. Link
2. Hydraulic Hose Fitting 4. Park Brake Lever
J07007 4/92 Parking Brake J7-1
PARK BRAKE ACTUATOR ASSEMBLY
The decal shown above is on the top of the park
brake actuator assembly. Do not remove nuts from
spring retainer plate end of assembly until spring
force is removed. Failure to follow instructions
could result in serious personal injury.
Removal
1. Block wheels of truck securely before disconnect-
ing park brake.
2. With key switch "On" and engine running, move
parking brake switch to "Off" position.
3. Remove cotter pin (1, Figure 7-3) and pin (2).
4. Move parking brake switch to "On" position, turn
key switch "Off" and shut engine down.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a persons body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
Before removing any hydraulic lines or compo-
nents, be sure steering accumulator is bled down.
Turn key switch "Off", shut down engine and wait
at least 90 seconds. Rotate steering wheel back
and forth; no front wheel movement should occur.
5. After steering accumulator is completely bled
down, remove hydraulic line at actuator. Cap/plug
hydraulic line to prevent dirt entry.
6. Remove park brake actuator from rear cover of
transmission.
Installation
1. Mount park brake actuator on rear cover of trans-
mission. Tighten capscrews to standard torque.
2. Connect hose to fitting of park brake actuator.
NOTE: It is not necessary to bleed park brake actuator.
3. Start engine and allow hydraulic system to com-
pletely charge.
4. With key switch "On" move park brake switch to
"Off" position.
5. Connect park brake actuator to lever of park brake.
With park brake in "Off" position, linings should not
be in contact with drum. If adjustment is needed
refer to "Park Brake Adjustment" Procedure.
6. Move parking brake switch to "On" position, turn
key switch "Off" and shut engine down. Remove
blocks from wheels.
FIGURE 7-3. PARK BRAKE ACTUATOR ATTACHMENT
1. Cotter Pin 2. Pin w/Washers
J7-2 Parking Brake J07007 4/92
Disassembly
1. Remove nuts (2, Figure 7-4) on actuator end of
assembly from the three retainer rods (7).
Do not allow retainer rods to turn with nuts.
2. Remove actuator assembly (3) from spring pod
assembly (6).
NOTE: Normal service of the parking brake actuator
assembly will NOT require disassembly of the actuator
spring pod assembly. If service is required, refer to
"Actuator Spring Pod Disassembly/Assembly".
3. Remove plunger (1), wiper (4) and seal (5) from
the actuator assembly housing.
Assembly
1. Clean and inspect all parts thoroughly.
2. Install new seal (5, Figure 7-4) and wiper (4). Install
tip of seal toward eye end of actuator, tip of wiper
points away from eye end.
3. Place plunger (1) in housing of actuator (3). Install
actuator assembly onto three retainer rods of
spring pod assembly (6).
4. Install nuts (2). Tighten nuts to standard torque.
Actuator Spring Pod Disassembly
1. Remove clamp (6, Figure 7-5) and boot (8).
2. Weld a nut to one end of 0.375 in. (9 mm) threaded
rod 12 in. (304 mm) long, this will be the spring
compression rod (1).
3. Install compression rod with welded nut (1) in
recess of actuator base.
FIGURE 7-5. ACTUATOR SPRING POD
1. Compression Rod 6. Clamp
2. Retainer Plate 7. Retainer Rods
3. Washer 8. Boot
4. Nut 9. Spring
5. Self Locking Nut 10. Spring Pod Base
FIGURE 7-4. PARK BRAKE ACTUATOR ASSEMBLY
1. Plunger 4. Wiper
2. Nuts 5. Seal
3. Actuator Assembly 6. Spring Pod Assembly
7. Retainer Rods
J07007 4/92 Parking Brake J7-3
4. Install washer (3), nut (4) to spring retainer end of
compression rod.
5. Tighten nut (4) enough to relieve force on retainer
rod nuts (5).
Position spring assembly so the retainer plate is
not pointed at anyone.
6. Remove retainer rod nuts (5).
7. Hold nut (4) of compression rod (1) and unscrew
rod by the welded nut on compression rod.
8. Free length of spring is approximately 14.8 in. (375
mm).
9. After all spring pressure is released, remove spring
compression rod.
10. Separate retainer plate (2), spring (9) and actuator
base (10).
Actuator Spring Pod Assembly
1. Install spring compression rod (1, Figure 7-5) with
welded nut in recess of actuator base (10).
2. Install spring (9) and retainer rods (7) to actuator
base.
3. Place spring retainer plate (2) on end of spring with
compression rod through center hole. Install
washer (3) and nut (4) to compression rod.
4. Hold nut (4) on retainer plate end of spring.
5. Align retainer rods with holes of retainer plate.
Tighten welded nut to compress spring.
6. Compress spring until retainer rod nuts (5) can be
installed.
7. The assembled length of spring pod (Dimension
"A", Figure 7-6) should be 8.312 in. (211 mm).
8. Remove spring compression rod.
9. Install boot (8, Figure 7-5) and clamp (6).
PARK BRAKE BURNISHING
NOTE: New brake drum and brake shoe linings need
to be burnished before truck is placed in production.
1. When burnishing brake, operate truck in a level
area free of obstacles and other equipment.
2. Place range selector in "Drive" position and accel-
erate truck to a maximum speed of 10 MPH (16
km/ph). With truck in motion, release throttle and
move range selector to "Neutral" position and
move park brake switch to "On" position.
3. Repeat Step 2 five times at one minute intervals.
4. After burnishing, check that lining to drum clear-
ance is correct. Adjust as required. Refer to "Park
Brake Lining Adjustment".
FIGURE 7-6. ASSEMBLED SPRING LENGTH
J7-4 Parking Brake J07007 4/92
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1
HYDRAULIC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
TANDEM HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
Pump Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-2
Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-4
Cartridge Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-5
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-5
Cartridge Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-7
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-9
Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-10
HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-10
HYDRAULIC FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11
DIFFERENTIAL PRESSURE SWITCH TESTING . . . . . . . . . . . . . . . . . . . . . L3-12
Test Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-13
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1
STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1
STEERING CIRCUIT COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . L4-1
STEERING CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-2
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-5
Alternate Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-5
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1
ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-2
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3
LOW PRESSURE ACCUMULATOR PRESSURE SWITCH . . . . . . . . . . . . . . . . . . L6-3
ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . L6-4
INLINE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-5
STEERING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-6
L01009 5/92 Index L1-1
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-6
BRAKE/STEERING PUMP REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-13
PUMP SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21
HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION . . . . . . . . . . . . . . L7-1
CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1
Auxiliary Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-2
Counter Balance (overcenter) Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-2
Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-2
Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-2
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1
HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-3
HOIST CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6
Hoist Cylinder Mounting Bearing Replacement . . . . . . . . . . . . . . . . . . . L8-6
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-1
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-1
STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . L10-1
INITIAL SYSTEM SET-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-1
Accumulator And Piston Pump Checks . . . . . . . . . . . . . . . . . . . . . . . . L10-1
Steering Valve Leakage Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Steering Cylinder Leakage Check . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
TROUBLESHOOTING CHART (STEERING SYSTEM) . . . . . . . . . . . . . . . . . . . L10-4
HOIST CIRCUIT CHECKOUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . L10-6
AUXILIARY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6
Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6
Leakage Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-6
Checking And Adjusting Hoist System Pressure Relief Valve . . . . . . . . . . . . L10-7
Checking And Adjusting "Power Down" Pressure . . . . . . . . . . . . . . . . . . . L10-7
TROUBLESHOOTING CHART (HOIST SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . L10-8
STEERING SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-11
HOIST SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-12
HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . L10-13
L1-2 Index L01009 5/92
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM DESCRIPTION
The hydraulic system consists of the hoist, steering,
brake apply and brake cooling circuits. The following
information discusses basic operation and oil flow
through the entire system when the engine is running
and all controls are in the neutral position. Additional
and more detailed information regarding the brake
system can be found in Section J. Additional infor-
mation regarding the operation of individual hoist and
steering circuit components can be found in this Sec-
tion. Refer to Figure 2-3 for the location of individual
components on the truck and to the hydraulic system
schematic in Section R.
The hydraulic tank (Figure 2-1), located on the left side
of the frame provides the oil supply for the entire
system. The tandem pump oil supply tube (1, Figure
2-1) is positioned above the oil level in the tank and
receives oil by siphoning oil from inside tube (2). This
arrangement allows pickup of clean oil while contami-
nants not trapped by the system filters and screens
return to the tank and settle to the bottom.
The shaft end of the tandem pump (2, Figure 2-2),
mounted on the rear of the transmission PTO drive (3)
provides oil to the open center hoist valve. Oil leaving
the hoist valve is routed to the rear, dual filter located
behind the left front wheel. The outlet of the cover end
cartridge of the tandem pump is routed to the front
filter. The two supplies are combined after the oil is
filtered and routed to the heat exchanger located under
the radiator. A Tee ahead of the heat exchanger
routes oil back to the hydraulic tank through a relief
valve (3, Figure 2-1) if pressure exceeds 85 psi (586
kPa).
After the oil is cooled in the heat exchanger the oil is
routed to the rear brake system and used to cool the
disc brakes during truck operation and then is returned
to the hydraulic tank. A portion of the oil leaving the
heat exchanger is routed through a filter screen to the
inlet of the steering/brake supply pump mounted on
the front of the transmission PTO drive.
The brake/steering pump (4, Figure 2-2) is a piston type
pump. It contains an internal pressure compensator to
provide "standby" oil pressurized to 2750 psi (18.9
MPa) at all times to the steering and brake circuits.
There is no oil flow from the pump unless there is a
demand for oil from one of the circuits.
FIGURE 2-1. HYDRAULIC TANK ASSEMBLY
1. Tandem Pump
Oil Supply Tube
2. Tube
3. Relief Valve
4. By-Pass Return
5. Cooling Circuit Return
FIGURE 2-2. HYDRAULIC PUMPS
1. Fuel Tank
2. Tandem Pump
3. PTO
4. Brake/Steering Pump
L02007 8/90 Hydraulic System L2-1
FIGURE 2-3. HYDRAULIC SYSTEM COMPONENT LOCATION
L2-2 Hydraulic System L02007 8/90
Pressure oil from the brake/steering pump is routed to
the auxiliary valve, steering system components and
brake system components.
A pressure reducing valve in the Auxiliary manifold
reduces the 2750 psi (18.9 MPa) pressure to provide
125 psi (862 kPa) oil pressure to the hoist pilot control
valve to control the hoist valve mounted on the fuel
tank. When the hoist valve is actuated, oil flows from
the hoist valve to extend the hoist cylinders. An Over-
center valve provides a hydraulic cushion to prevent
damage to the cylinders when reaching the end of the
fully extended stage. A pressure switch mounted on
the Auxiliary Manifold activates a Low Steering Pres-
sure warning light and horn if steering circuit pressure
decreases to 1800 psi (12.4 MPa).
This oil supply is used for releasing the parking brake
actuator, operation of the hoist valve and steering
circuit pressure detection.
The remainder of the volume of oil from the brake/steer-
ing pump is routed to a manifold and through check
valves to the three accumulators as shown in Figure
2-3. The check valves maintain oil pressure in the
accumulators in the event of a loss of oil supply from
the brake/steering pump. This supply of pressurized oil
is available to steer the truck and bring it to a safe stop.
The smaller, outboard accumulator and the center
accumulator provide oil to the Low Brake Pressure
Detection Module located under the accumulators.
This module senses brake pressure to provide a warn-
ing if the brake system pressure falls below 2000 psi
(13.8 MPa) and automatically applies the brakes if
pressure falls below 1650 psi (11.4 MPa). This module
also contains valves used to manualy bleed the hydrau-
lic pressure from the brake system accumulators for
system maintenance and repair.
Oil is routed from the Low Brake Pressure Detection
Module to the Brake Manifold to provide an oil supply
for the retarder, front and rear brake treadle valves and
the brake lock circuit.
The inboard accumulator supplies oil to the steering
circuit. A portion of the oil is routed from the accumu-
lator to the Brake Manifold containing the accumulator
bleeddown solenoid. When the engine is shut down
and the key switch turned Off, oil pressure stored in
the steering accumulator is drained back to the tank.
Oil flow is also routed through a filter screen to the
closed center Steering Control Valve. If the operator
turns the steering wheel, the oil supply is directed to
the steering cylinders to extend one cylinder and to
retract the opposite cylinder.
FIGURE 2-4. ACCUMULATOR INSTALLATION
1. Steering Accumulator
2. Rear Brake Accumulator
3. Front Brake Accumulator
4. Brake Accumulator Bleedown Valves
5. Low Brake Pressure Detection Module
6. Pressure Test Port
7. Brake System Warning Pressure Switch
8. Oil Supply to Accumulators
9. Manifold
10. Accumulator Check Valves
L02007 8/90 Hydraulic System L2-3
Block Wheels of Truck!
Turn key switch Off and shut down engine. Wait at least 90 seconds to bleed down the
steering accumulator. Rotate the steering wheel back and forth; no movement should
occur.
Bleed down the brake accumulators by turning the Bleeder Valve handles counterclock-
wise to open and wait at least 90 seconds. When accumulators are completely bled
down, close bleeder valves by turning Bleeder Valve handles clockwise. Do not leave
open.
The following procedure should be observed prior to any
repairs and maintenance to hydraulic system components:
This hydraulic system contains stored energy. Always relieve pressure
before disconnecting any hydraulic line. Tighten all connections securely
before starting the engine.
Hydraulic fluid escaping under pressure can have sufficient force to enter
a persons body by penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a physician familiar with
this type of injury is not received immediately.
Always maintain complete cleanliness when opening any hydraulic con-
nection. Insure that all system lines and components are capped to prevent
contamination.
L2-4 Hydraulic System L02007 8/90
HYDRAULIC SYSTEM COMPONENT REPAIR
TANDEM HYDRAULIC PUMP
Removal
1. Block the wheels of the truck.Turn the key switch
Off and allow at least 90 seconds for the steering
accumulator to bleed down. Open the valves lo-
cated in the Low Brake Pressure Detection Mod-
ule to manually bleed the pressure from the brake
accumulators.
Relieve pressure before disconnecting hydraulic
lines. Tighten all connections securely before ap-
plying pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a persons body by pene-
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.
2. Loosen the center plug (4, Figure 3-2) on the top
cover (2) of the hydraulic tank.
3. Place a container under the pump (2, Figure 3-1).
Be prepared to catch approximately 10 gal (38 l)
of oil.
4. Remove the pump inlet and outlet hose flanges
and remove hoses. Cap hoses to prevent con-
tamination.
5. Remove capscrews and remove the pump from
the PTO.
6. Remove the oil filter elements and inspect for
contamination. If excessive amounts of contami-
nation are found, the hydraulic tank should be
completely drained and thoroughly cleaned.
7. Move pump to a clean work area for disassembly.
Installation
1. Install a new O-ring on pump mounting flange.
Align splines on pump with splines in PTO. Secure
pump to PTO housing with capscrews and lock-
washers. Tighten to standard torque.
FIGURE 3-1. HYDRAULIC PUMP INSTALLATION
1. Fuel Tank
2. Tandem Hydraulic Pump
3. Transmission PTO
4. Steering/Brake Pump
FIGURE 3-2. HYDRAULIC TANK
1. Cover Gasket
2. Cover
3. Capscrews
4. Vent Plug
5. Filler Tube
L03006 7/93 Hydraulic System Component Repair L3-1
2. Uncap outlet lines and attach to the proper con-
nections using new O-rings.
3. Install new O-ring and install inlet hose on pump
and secure with capscrews.
4. Remove the cover (2, Figure 3-2) from the hydrau-
lic tank and fill the suction tube for the tandem
pump with clean Type C-3 hydraulic oil. Loosen
the capscrews on the pump inlet to remove
trapped air in line. After air is bled from line, tighten
capscrews to standard torque.
5. Refill tank to top of the filler tube (5). Tighten the
plug (4) in the tank cover.
6. Install new oil filter elements.
Pump Disassembly
1. Support the pump on blocks or clamp the body in
a vise as shown in Figure 3- 3. If a vise is used, use
protective jaws to avoid damage to outlet body
and its machined surfaces.
2. Mark the pump inlet, outlet and cover for correct
reassembly (Figure 3-3).
3. Remove the cover screws (1, Figure 3-6) and lift
end cover (2) from the pump. This will expose the
cover end cartridge. Discard square cut seal (5)
and O-ring (6).
4. Pull cover end cartridge from the inlet housing
(Figure 3-4).
5. Set cover end cartridge aside for disassembly.
6. Separate inlet housing and outlet body as shown
in Figure 3-5. This will expose shaft end cartridge.
Discard square cut seal and O-ring (5 & 6, Figure
3-6).
7. Rotate shaft to loosen shaft end cartridge then
remove the cartridge from outlet body (25). Set
aside for disassembly during Step 11.
8. Remove spirolox ring (19). Slide shaft (22) and
bearing (21) from outlet body (25).
FIGURE 3-3. REMOVAL OF COVER SCREWS
FIGURE 3-4. REMOVAL OF COVER END
FIGURE 3-5. INLET HOUSING REMOVAL
L3-2 Hydraulic System Component Repair L03006 7/93
9. If bearing (21) is worn, remove retaining ring (20)
and press bearing from the shaft with an arbor
press.
10. Remove spacer (23) and shaft seal (24) from the
outlet body (25). Be careful not to damage the bore
areas where the seals are located.
NOTE: Preassembled and tested pump cartridges are
available as service items, if needed.
FIGURE 3-6. HYDRAULIC PUMP
1. Screw
2. End Cover
3. Backup Ring
4. O-Ring
5. Square Cut Seal
6. O-Ring
7. Outlet Support Plate
8. Seal Pack Sub-Assemblies
9. Flex Side Plate
10. Rotor
11. Vanes & Inserts
12. Ring
13. Flex Side Plate
14. Seal Pack Sub-Assemblies
15. Inlet Support Plate
16. Locating Pins
17. Screw
18. Inlet Housing
19. Spirolox Retaining Ring
20. Retaining Ring
21. Bearing
22. Shaft
23. Washer (Spacer)
24. Primary Shaft Seal
25. Outlet Body
26. Seal
L03006 7/93 Hydraulic System Component Repair L3-3
Pump Assembly
1. Clamp outlet body (25, Figure 3-6) in a vise or
place on 2 x 4 wood blocks to facilitate assembly.
2. Lubricate primary shaft seal (24) with petroleum
jelly and place in position within outlet body (25),
garter spring up. See Figure 3-7 for seal arrange-
ment.
3. Use seal installation tool shown in Figure 3-8 to
prevent damage to the seal. Press seal (24, Figure
3-6) into the body until it bottoms out against the
shoulder.
4. Press shaft (9) into the new bearing with an arbor
press while supporting the bearing inner race.
Refer to Figure 3-7 for correct location of bearing
on the shaft. Install a small retaining ring (20,
Figure 3-6) behind the bearing on the shaft.
5. Place the bearing spacer washer (23) over the
shaft, against the front of the bearing. Use plastic
tape over the shaft end to prevent damage to the
seal. Lubricate with petroleum jelly and carefully
push the shaft through the seal until the bearing
and spacer are in location within the body.
6. Install the large spirolox ring (19) into the outlet
body retaining ring groove located just behind the
bearing.
7. Install square cut seal (5) into outlet body (25).
8. Install O-ring (4) and backup ring (3) on the car-
tridge outlet support plate hub.
9. Carefully install shaft end cartridge over shaft (22)
and into outlet body (25) with one of the chamfers
on the ring in alignment with the outlet port.
10. Lubricate and install O-ring (6) between the large
inlet housing (18) and outlet body (25). Locate
O-ring in O-ring groove of the outlet body.
11. Install inlet housing (18) in position; move back and
forth until the cartridge pins drop into the align-
ment holes located within the housing.
12. Turn the inlet housing slightly until the alignment
marks are in line and the large screw holes are
aligned.
13. Turn pump shaft by hand to check for free rotation
of the cartridges.
14. Install a square seal (5) into the outlet cover (2).
15. Install O-ring (4) and backup ring (3) on the cover
end cartridge outlet support plate hub.
16. Carefully install cover end cartridge over shaft (22)
and into the inlet housing.
17. Turn cartridge slightly to bring into alignment the
pin holes and cartridge alignment pins.
18. Install outlet cover to inlet housing O-ring seal (6)
over the cartridge and up against the inlet housing.
19. Make sure square cut seal is in place within the
cover. Align the cover to agree with the alignment
marks and gently slide the cover over the outlet
cartridge.
FIGURE 3-7. SHAFT SEAL ARRANGEMENT
1. Primary Seal
2. Standard Shaft
3. Steel Ball
FIGURE 3-8. PRIMARY SHAFT SEAL DRIVER
L3-4 Hydraulic System Component Repair L03006 7/93
Be careful not to cut square cut seal (5) or pinch
O-ring (6) during cover installation.
20. Oil and install capscrews (1). Tighten capscrews to
255-275ft.lbs. (346-373 N.m) torque.
21. Turn the pump shaft to check for free rotation of
the cartridges.
Cartridge Disassembly
Disassemble the two cartridge kits, one at a time,
according to the following instructions. Keep parts
separated from each other during inspection, repair,
and assembly.
1. Remove O-ring (4, Figure 3-6), backup ring (3) and
square cut seal (5) from the outlet support plate.
2. Scribe a line across the outer surface of the car-
tridge kit. (Refer to Figure 3-9). The scribe marking
will provide a reference for parts alignment during
assembly.
3. Place the cartridge on a flat surface (outlet support
plate down) and remove the two sockethead
screws (17, Figure 3-6).
Do not slide flex plates across the ring and rotor.
Burrs on the ring or rotor can cause deep
scratches in the soft bronze surface.
4. Slide inlet support plate (15) and seal pack sub-
assemblies (14) off the cartridge. DO NOT allow
the flex side plate (13) to slide with the support
plate.
5. Move flex side plate (13) off center just enough to
lift up and away without sliding. Refer to Figure
3-10.
6. Place a small clean piece of wood over the ex-
posed ring and rotor. Turn cartridge and wood
upside down as shown in Figure 3-11.
7. Slide outlet support plate (7, Figure 3-6) and seal
pack sub-assemblies (8) off flex side plate (9). DO
NOT permit flex side plate (9) to move across the
ring and rotor.
8. Move flex side plate (9, Figure 3-6) off center just
enough to lift up and away without sliding. Refer
to Figure 3-10.
9. Lift ring (12, Figure 3-6) away from rotor (10) and
vanes (11). Locate the arrow stamped into the
rotor periphery.
10. Remove the vanes and inserts in order, starting at
the arrow. Keep them in order for inspection.
NOTE: Do not remove cartridge locating pins (16,
Figure 3-6) from the inlet support plate unless they are
damaged. The pins are of a drive-loc type and can be
difficult to remove.
Inspection
1. All parts must be thoroughly cleaned and kept
clean during inspection and assembly. The close
tolerance of the parts makes this requirement very
important.
2. Clean all removed parts, using a cleaning solvent
that is compatible with the system oil.
FIGURE 3-9. SCRIBING THE CARTRIDGE
L03006 7/93 Hydraulic System Component Repair L3-5
When using cleaning solvents follow solvent manu-
facturers instructions.
NOTE: Compressed air may be used in cleaning, but
it must be filtered to remove water and contamination.
3. Discard the square cut seals, O-rings, backup ring
and seal sub-assemblies. Use new seal kits for
assembly.
4. Check the cartridge wear surfaces for pickup,
scoring and excessive wear. Slight heat discolora-
tion of the flex side plate bronze surface is normal.
Score marks deeper than 0.001 in. (0.025 mm)
and scratches deeper than 0.002 in. (0.050 mm)
indicate a new part is needed. Slight scoring
and/or scratches can be removed with an oiled
honing stone.
DO NOT use a dry stone on bronze surface or
scratches will result.
5. Inspect both sides of each vane (11, Figure 3-6)
and insert in order. If pickup, heavy wear or scor-
ing is found, inspect the appropriate rotor (10)
slot. Replace scored parts.
NOTE: Inspect each vane tip for excessive wear. Ex-
cessive vane tip wear will reduce pump efficiency.
6. Inspect ring (12) for vane chatter marks, wear
and/or scratches. Replace if scoring is evident.
FIGURE 3-10. INLET FLEX SIDE PLATE REMOVAL
L3-6 Hydraulic System Component Repair L03006 7/93
Replacement ring width must be identified to the
ring being replaced or reduced life of output flow
will result. The minimum ring to rotor clearance
limit is 0.0016 in. (0.0406 mm).
NOTE: All cartridge kit parts must be free of burrs.
Stone the mating surfaces of each part with an oiled
honing stone prior to assembly. Clean parts after ston-
ing.
7. Vane to rotor wear can be checked by inserting
the vane in the rotor slot and checking for exces-
sive play. Replace rotor (10, Figure 3-6) and vanes
(11) if wear is evident.
8. Rotate bearing (21) while applying pressure to
check for wear, looseness and pitted or cracked
races.
9. Inspect the seal and bushing mating surfaces on
shaft (22) for scoring or wear. Replace the shaft if
wear exceeds 0.005 in. (0.127 mm) diametrical
change, or if marks cannot be removed by light
polishing. If wear is found in the bushing area, a
new bushing will be required.
Cartridge Assembly
NOTE: Coat all parts except seals and backup rings
with clean Type C-3 hydraulic oil to facilitate assembly
and provide initial lubrication. Use small amounts of
petroleum jelly to hold the O-rings in place during
assembly.
1. The direction of rotation is viewed from the shaft
end. Right hand rotation is clockwise; left hand
rotation is counterclockwise. Be certain pump
assembly provides same rotation as found during
disassembly.
NOTE: Assemble shaft end cartridge in the direction
of rotation noted at disassembly. Assemble cover end
cartridge in reverse of the shaft end cartridge.
NOTE: If locating pins (16, Figure 3-6) were removed
from inlet support plate (15), install new pins with
locking flutes located within the inlet support plate.
Drive the new pins into the support plate with a soft
tipped hammer.
2. Place the inlet and outlet support plates on a flat
surface. Install seal pack sub-assemblies (8 & 14)
into cavities with seal retainer surface up (O- rings
facing downward into the cavities).
FIGURE 3-11. CARTRIDE DISASSEMBLY
L03006 7/93 Hydraulic System Component Repair L3-7
3. Place flex side plates (9 & 13) over each of the
support plates with bronze wear surface facing
up. Align scribe marks to make sure the correct
flex side plate is used with the correct support
plate (bronze wear surfaces must face rotor when
assembled).
NOTE: Flex side plates develop a wear pattern with the
rotor and vanes and should not be interchanged.
4. For right hand rotation units, set the rotor on a flat
wooden board with the arrow pointing right (for
left hand rotation, the arrow should point left).
5. Assemble the vanes and inserts into the rotor in
reverse order of disassembly. Make sure the
sharp chamfer edge of each vane leads in the
direction of rotation. All vanes must move freely in
the rotor slots with no evidence of bind.
6. Assemble the ring (12, Figure 3-6) over rotor (10)
and vanes (11) with arrow pointing in the same
direction as the rotor. Lubricate the top surface of
the rotor and vanes liberally with Type C-3 hydrau-
lic oil.
7. Locate the scribe mark on ring (12), outlet support
plate (7) and flex side plate (9). Hold the outlet
support plate and flex plate together and assem-
ble over the ring and rotor with the scribe marks
in line.
8. Hold the cartridge together to prevent movement
and turn the assembly over so the outlet support
plate rests on a flat surface.
9. Lubricate the exposed surface of the rotor and
vanes with system oil. Locate the scribe mark on
inlet support plate (15) and flex side plate (13).
10. Hold the inlet support plate and flex side plate
together and assemble over the exposed ring,
rotor and vanes. Make sure the scribe marks are
in line.
NOTE: The O.D. of all component parts of the cartridge
kit must be in line with each other or the cartridge will
bind during assembly. Align the cartridge as follows:
a. Build a V block from hardwood (Reference
Figure 3-12) or use a metal V block if it is
available.
b. Place the cartridge into the V block on its side.
c. Loosen socket head screws (17, Figure 3-6)
enough to allow each section of the cartridge
to come into alignment within the V block.
d. Tighten the socket head screws (17) to 100
in.lbs. (11.29 N.m) torque.
e. Check alignment again after tightening.
11. Check rotor (10) for bind by inserting the index
finger through the shaft opening of inlet support
plate (15). Hold the cartridge kit in a horizontal
shaft position and lift the rotor with the finger. The
rotor should move freely back and forth within the
cartridge. If the rotor binds, open the kit, clean and
stone all possible areas of bind, then reassemble
using the aforementioned procedure. The rotor
MUST move freely within the cartridge when as-
sembled.
12. Repeat Steps 1 thru 11 for assembly of other
cartridge kit.
FIGURE 3-12.
CARTRIDGE
ALIGNMENT
BLOCK
L3-8 Hydraulic System Component Repair L03006 7/93
HYDRAULIC TANK
Filling Instructions
NOTE: If filling is required, use clean Type C-3 hydrau-
lic oil only.
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulators to bleed down
after engine shutdown with the key switch Off.
1. With the body down, shut down engine and turn
key switch Off. Wait at least 90 seconds.
2. Remove cap from fill tube (7, Figure 3-13) and add
clean, filtered Type C-3 hydraulic oil until oil is at
the top of fill tube.
NOTE: The final filter in the filling apparatus must be 3
micron.
3. Replace fill cap.
4. Start the engine, raise and lower the dump body
three times.
5. Continue to repeat Steps 1 through 4 until oil level
is maintained at the fill tube.
NOTE: When engine is shut down, oil should be visible
in sight glass.
If a component in the hydraulic system should fail, and
foreign particles are evident, the system must be
flushed. Refer to Hydraulic System Flushing instruc-
tions.
Removal
1. Block the wheels of the truck. Turn keyswitch Off
and allow at least 90 seconds for the steering
accumulator to bleed down. Open the manual
bleedown valves on the Low Brake Pressure De-
tection Module to relieve the oil pressure in the
brake system accumulators. Close valves when
brake accumulators are bled down.
2. Loosen the vent plugs (1, Figure 3-13). Drain the
hydraulic tank by use of the drain (9) located in
the bottom of the tank. Be prepared to catch
approximately 95 gal (360 l) of oil.
3. Thoroughly clean the outside of the hydraulic tank.
4. Disconnect hydraulic lines. Plug lines to prevent
spillage and possible contamination to the sys-
tem. Tag each line as removed for proper identifi-
cation during installation. Disconnect wires on
inboard side of tank. Remove the transmisssion
filler pipe (6) and position to allow tank removal.
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.
6. Remove the nuts, washers,capscrews, lockwash-
ers and U-bolts securing the hydraulic tank to the
frame.
7. Move hydraulic tank to a clean work area for
disassembly or repair.
FIGURE 3-13. HYDRAULIC TANK
1. Vent Plugs
2. Breather Elements
3. Capscrew
4. Cover
5. Gasket
6. Transmission Fill Pipe
7. Tank Filler Tube
8. Sight Gauge
9. Drain Plug
10. Lower Mount
L03006 7/93 Hydraulic System Component Repair L3-9
Installation
1. Install hydraulic tank and secure with u-bolts,
washers and nuts at upper mounts. Install cap-
screw, washers, rubber mount and nut in lower
mount. Tighten to standard torque.
2. Remove caps from hydraulic lines and attach to
the proper connections using new O-rings and
gasket where applicable.
3. Attach transmission filler pipe assembly to the
tank. Reconnect wiring to temperature sending
unit and thermostat switch on inboard side of
tank.
3. With the cover (4, Figure 3-13) removed, fill the
hydraulic tank with C-3 hydraulic oil. Be certain to
fill the center, internal tube supplying oil to the
tandem pump. Bleed all air from hydraulic lines.
4. Install the tank cover using a new gasket. Tighten
the vent plugs (1) to assure a positive seal.
5. Refer to Filling Instructions and fill tank to obtain
proper oil level.
HYDRAULIC TANK BREATHERS
The hydraulic tank breathers (2, Figure 3-13) maintain
atmospheric pressure inside the hydraulic tank as oil
is pumped from and returned to the tank.
Hydraulic system malfunctions such as overheating,
erratic operation, and pump failure can result if truck is
operated with plugged or restricted breathers. Be sure
that breathers are kept clean and are not covered with
mud or debris.
The breathers are replaceable assemblies that should
be changed at 1000 hour intervals under normal oper-
ating conditions.
DUAL HYDRAULIC FILTERS
Two oil filters are located behind the left front tire as
shown in Figure 3-14. Oil is filtered through 12 micron
filters to remove contamination from the system and
reduce the possibilities of large particles damaging
system components.
Included in the front filter assembly is a differential
pressure (P) switch to indicate when oil passing
through the filter element is restricted. The differential
pressure switch is factory preset to actuate at 35 5
psi (241 35 kPa) and is designed to give the operator
an alert before the filter begins to by-pass. Actual filter
by-pass will occur at 50 psi (345 kPa).
NOTE: Upon start-up with cold oil, the restriction
caused by cold oil may cause the warning indicator
light to turn on. Hyraulic oil should be warmed up to
normal operating temperature before using the
warning light as an indicator to change elements.
The filter elements should be changed every 250 hours
or when the warning light comes on.
Premature filter restriction may indicate a system com-
ponent failure and signal a service requirement before
extensive secondary damage can occur.

FIGURE 3-14. FILTER INSTALLATION
1. LH Frame Rail
2. Filter Assemblies
3. Front Suspension
L3-10 Hydraulic System Component Repair L03006 7/93
Removal
Relieve pressure before disconnecting hydraulic
and other lines. Tighten all connections before
applying pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a persons body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
The following instructions are applicable to either filter
assembly. Only the front filter is equipped with a differ-
ential pressure switch.
1. With engine shut down and key switch Off, allow
at least 90 seconds for the accumulator to bleed
down.
Take care to avoid contact with hot oil if truck has
been operating. Avoid spillage and contamination!
2. Remove rotolock and bowl (8, Figure 3-15) and
element (7) and drain the oil from the filter housing
into a suitable container. Remove filter element (7)
from bowl.
3. Before discarding element (7), inspect closely.
Evidence of debris may signal a component prob-
lem within the system.
4. Remove O-ring (5) in filter head and discard.
Installation
1. Install new O-ring (5) in filter head (4) and check
for new O-ring (6) on new filter element (7).
2. Install new filter element (7) in rotolock and bowl
(8). Install complete assembly onto filter head (4)
and tighten securely.
NOTE: The differential pressure switch (1, Figure 3-15)
and the warning light circuit it activates should be
tested periodically for proper operation. Refer to the
following instructions and equipment necessary to
test differential pressure switch.
FIGURE 3-15. FILTER ASSEMBLY
1. Differential Pressure
Switch
2. O-Ring
3. O-Ring
4. Filter Head Assembly
5. O-Ring (Head)
6. O-Ring (Element)
7. Filter Element
8. Rotolock and Bowl
L03006 7/93 Hydraulic System Component Repair L3-11
DIFFERENTIAL PRESSURE SWITCH
TESTING
The differential pressure switch and warning light cir-
cuit should be routinely tested as a part of the regular
vehicle preventative maintenance. Figure 3-16 shows
a pressure switch tester and Figure 3-17 shows a test
block to accept the switch during testing. The test
block may be fabricated as shown.
Test Procedure:
1. Remove differential pressure switch from filter
head and install in test block or pressure switch
tester.
2. Reconnect wiring harness to switch.
3. Pump up pressure to test block and watch for
warning light indication.
4. Differential Pressure switch should turn on warning
light at 35 5 psi (241 35 kPa).
If the differential pressure switch does not operate
within the specified range, replace the complete com-
ponent. Switch adjustment is not recommended.
FIGURE 3-16. PRESSURE SWITCH TESTER
Kent-Moore Part Number--J-33884-4
FIGURE 3-17. DIFFERENTIAL PRESSURE SWITCH TEST BLOCK
L3-12 Hydraulic System Component Repair L03006 7/93
FIGURE 3-18. INDICATOR LIGHT TEST WIRING HARNESS
Male Electrical Connector (on switch):
MS3102R-10SL-3P (revised)
Female Mating Electrical Connector:
MS3106-A10SL-3S (straight plug)
or
MS3108-A10SL-3S (90 angle plug)
The following information is provided to assist in making (if desired)
a temporary wiring harness for testing purposes.
L03006 7/93 Hydraulic System Component Repair L3-13
NOTES
L3-14 Hydraulic System Component Repair L03006 7/93
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
Oil from the outlet port of the steering/brake pump is
directed to both the accumulator oil supply manifold
and the auxiliary manifold. Oil going to the auxiliary
manifold is used for control functions. Oil going to the
accumulator supply manifold passes through the
manifold and through the three check valves to fill the
steering accumulator and the two brake accumulators.
Oil from the steering accumulator is directed to the
steering valve inlet port and steering bleeddown sole-
noid valve located on the brake manifold. With the
engine running and no movement of the steering
wheel, oil flow is blocked. When the engine is first
started, the Emergency Steering warning light and
alarm will be on until steering circuit pressure reaches
1800 psi (12.5 MPa). Steering circuit pressure will con-
tinue to increase until 2750 50 psi (19.25 0.35 MPa)
maximum circuit pressure is reached.
When the steering wheel is turned, the attached steer-
ing control valve directs oil from the steering accumu-
lator to the steering cylinders. As circuit pressure
drops, pump flow increases, supplying oil to the accu-
mulator to be directed to the rod end of one steering
cylinder and head end of the other cylinder. The other
port of each cylinder is connected through the steering
valve to the tank. When oil flow to the steering cylinders
is stopped by the steering control valve, circuit pres-
sure increases again to maximum.
If the pump supply is removed while the truck is oper-
ating, the accumulator will supply oil for steering until
the truck can be stopped. As steering circuit pressure
decreases, the steering system pressure switch closes
at 1800 psi (12.6 MPa), turning on the warning light and
alarm on the instrument panel, warning the operator.
When shutting down the engine, turning off the key
switch activates a timer that energizes the solenoid of
the normally closed bleeddown valve. The valve is
open for 90 seconds allowing nitrogen to force oil out
of accumulator back to tank. Refer to the Hydraulic
Schematic in Section "R".
STEERING CIRCUIT COMPONENT
DESCRIPTION
STEERING CONTROL VALVE
The steering control valve (Figure 4-1) is mounted
below the floor of the cab. Rubber mounting bushings
are utilized to minimize noise and vibration. The steer-
ing column is connected to the valve through a vibra-
tion isolation coupling.
The unit consists of a rotary directional valve and
gerotor. The directional valve is closed center, blocking
the cylinder ports and inlet port from tank. The spool
of the directional valve is connected to the steering
wheel through the steering column. The control sleeve
of the unit is linked to a gerotor. Leaf springs are located
between the spool and sleeve to center the two when
steering wheel rotation stops.
Turning the steering wheel in either direction rotates
the spool in relation to the sleeve allowing supply oil to
the gerotor. Supply oil drives the gerotor which delivers
oil back through the sleeve and out to the steering
cylinders. Return oil from non-pressurized cylinder
ports return through the sleeve and back to tank. As
long as the steering wheel is rotated, the gerotor and
sleeve are trying to catch up to the spool. When steer-
ing wheel rotation stops, the spool and sleeve return to
center shutting off oil to the gerotor and stopping flow
to the steering cylinders.
FIGURE 4-1. STEERING CONTROL VALVE
L04015 6/90 Steering Circuit L4-1
STEERING PUMP
The steering pump is a variable displacement, radial
piston pump. Inlet oil enters through the inlet port (11,
Figure 4-2) in the pump housing (6). A common inlet
gallery (4) in the pump housing provides oil to eight
inlet valves (5). Pistons (10) radially surround an eccen-
tric cam. The cam uses a bearing race (3) upon which
the pistons ride. Behind each piston is a spring which
pushes in and holds pistons against the bearing race.
As the pump shaft (2) rotates, a low pressure cavity
develops in the piston spring area during the down-
ward stroke of the piston. This low pressure allows the
inlet valve to open, filling the piston cavity with oil. The
inlet valves close at the end of inlet stroke of pistons.
High pressure oil is developed as the race pushes the
pistons outward. As pressure increases, the outlet
valve (9) opens, allowing circuit pressure oil to pass
into the outlet gallery. At the end of the stroke, circuit
pressure oil in the outlet gallery closes the outlet valve.
All outlet valves share a common outlet gallery in the
pump housing. An orifice (1) is located between the
crankcase and the inlet gallery. Any oil leakage past the
pistons is routed through this orifice to the inlet gallery.
This flow allows for cooling and lubrication. The pump
is designed to provide On Demand circuit pressure
oil regardless of flow requirements. As demand for oil
decreases, circuit pressure increases. This increased
pressure closes the crankcase outlet valve (7) and then
opens the stroke control valve (8) allowing high pres-
sure oil to dump into the crankcase as maximum circuit
pressure is reached. Increased pressure in the crank-
case overcomes piston spring pressure and holds the
pistons away from the race, thereby destroking the
pump.
FIGURE 4-2. BRAKE/STEERING PUMP ASSEMBLY
1. Orifice
2. Shaft
3. Bearing Race
4. Inlet Oil Gallery
5. Inlet Valve
6. Pump Housing
7. Crankcase Outlet Valve
8. Pressure Compensator Valve
9. Discharge Valve
10. Piston
11. Oil Inlet Port
L4-2 Steering Circuit L04015 6/90
Pressure Compensator
The pump contains a stroke control valve (pressure
compensator) housing (1, Figure 4-3). The stroke con-
trol valve housing is connected to the pump inlet gallery
(2), outlet gallery (3), and pump crankcase (4 and 5).
The stroke control valve (6), working with the crank-
case outlet valve (7), maintains circuit pressure under
varying flow demands. Circuit pressure oil enters at
point (3) and flows to the center section of the stroke
control valve. At full pump stroke, crankcase pressure
is at inlet pressure. As demand for circuit oil decreases,
circuit pressure will begin to increase, causing crank-
case the outlet valve (7) to close (move downward).
This blocks the pump crankcase oil (4) from the inlet
gallery (2) except for any oil which passes through the
crankcase orifice. As maximum circuit pressure is ap-
proached, the stroke control valve (6) opens (moves
downward) and allows circuit pressure oil into the
crankcase.
As circuit pressure rises further, more oil enters the
crankcase than can flow through the orifice. Crankcase
pressure increases to slightly higher than inlet pressure
overcoming the combined spring force on the pump
pistons. The pistons are then held away from the pump
shaft bearing race destroking the pump. The pump
shaft continues to rotate, but the pistons travel only
enough to supply flow through the crankcase.
As demand for circuit oil increases, circuit pressure will
decrease closing the stroke control valve. Oil will no
longer be routed to the crankcase. Crankcase pressure
begins to decrease as oil flows through the crankcase
orifice. When circuit pressure decreases sufficiently,
the crankcase outlet valve (7) opens (moves upward)
rapidly dumping the pump crankcase. The pump pis-
ton springs overcome the decreased crankcase pres-
sure and the pistons again come in contact with the
shaft bearing race putting the pump into stroke.
STEERING ACCUMULATOR
The steering accumulator is a floating piston type with
nitrogen on top of the piston. Oil from the steer-
ing/brake pump enters the accumulator through a
check valve and fills the bottom of the accumulator until
pressure on the nitrogen side of the piston equals
maximum circuit pressure established by the compen-
sator of the steering/brake pump. The outlet port is
connected to the steering control valve. The top of the
accumulator contains a nitrogen charge pressure
switch and a nitrogen charging valve.
STEERING BLEEDDOWN SOLENOID VALVE
The bleeddown solenoid valve is a normally closed
valve mounted on the brake manifold. The solenoid is
energized by a timer that is turned on when the key
switch is turned Off and engine shut down. The timer
energizes the solenoid for 90 seconds, allowing oil in
the bottom of the accumulator to return to tank when
the truck is shut down.
STEERING PRESSURE SWITCH
The steering pressure switch turns on a warning light
and alarm on the instrument panel when steering cir-
cuit pressure is below 1800 psi (12.5 MPa).
STEERING CYLINDERS
Double acting cylinders are connected between the
frame rails and each front spindle.
FIGURE 4-3. STROKE CONTROL VALVE
1. Housing 5. Pump Crankcase
2. Pump Inlet Gallery 6. Stroke Control Valve
3. Outlet Gallery 7. Crankcase Outlet Valve
4. Pump Crankcase
L04015 6/90 Steering Circuit L4-3
NOTES
L4-4 Steering Circuit L04015 6/90
STEERING CONTROL VALVE
Removal
1. Shut down engine and bleed down steering circuit.
Allow at least 90 seconds for system to bleed.
Open the manual bleeddown valves to release
the pressure from the brake accumulators.
NOTE: To insure the hydraulic oil has completely
drained from the accumulator, turn the steering wheel.
If the wheels do not turn, all the hydraulic pressure has
been drained from accumulator.
2. Clean exterior of steering control valve thor-
oughly.
3. Tag and disconnect hydraulic lines. Plug lines and
ports securely to prevent spillage and possible
contamination to the system.
4. Remove capscrews at flange (3, Figure 5-1).
Remove nuts (6), washers (7 & 8) and capscrew
at each rubber bushing. Lower and remove valve.
Installation
1. Assemble steering control valve (10, Figure 5-1)
to mounting plate (11). Insert assembly through
bottom of cab floor and align splines on valve
column (4) with the flange assembly (3). Install
capscrews (9), from bottom side of mounting
plate, through the rubber bushings (12). Install
flatwashers, lockwashers and nuts. Tighten to
standard torque.
2. Install capscrews in flange (3) and tighten to
standard torque.
3. Remove caps from hydraulic lines. Be certain that
previously tagged lines are connected to their
respective ports according to the markings on the
steering control valve assembly.
Ports on steering control valve are marked:
T - Tank (Return to tank) - Upper Left Port
L - Left Steering Cylinder - Upper Right Port
P - Pressure (In from Pump) - Lower Port *
FIGURE 5-1. STEERING CONTROL VALVE
1. Universal Joint
2. Stub Shaft
3. Flange & Isolator
4. Steering Valve Column
5. Mounting Plate
6. Nut
7. Lockwasher
8. Flatwasher
9. Capscrew
10. Steering Control Valve
11. Valve Mount Plate
12. Rubber Bushing
FIGURE 5-2. INLINE FILTER INSTALLATION
1. Steering Control Valve 2. Filter
L05009 5/98 Steering Control Valve L5-1
R - Right Steering Cylinder - Lower Port *
* See NOTE on next page.
NOTE: HAULPAK

trucks use an inline filter to pro-


vide additional protection to the steering control unit
(see Figure 5-2). This filter must be installed in the port
marked P on the steering control housing.
Serious personal injury to the Operator or to any-
one positioned near the front wheels may occur if
a truck is operated with the hydraulic steering lines
improperly installed. Improperly installed lines
can result in uncontrolled steering and SUDDEN
AND RAPID rotation of the steering wheel as soon
as the steering wheel is moved. It will turn rapidly
and cannot be stopped manually.
After servicing the steering control assembly, hy-
draulic steering lines should be checked for cor-
rect hook-up before starting the engine.
Disassembly
Tools required for disassembly and assembly:
2 - Screwdrivers [4-6 in. (100-150 mm) long,
1/8 in. (3 mm) flat blade]
1/2 inch Socket (12 point)
Breaker Bar Wrench
Torque Wrench, 90 ft. lbs. (120 N.m) Capacity
Plastic Hammer or Rubber Hammer
Tru-Arc Retaining Ring Pliers
The tool shown in Figure 5-3 is not necessary for
disassembly and assembly, but is extremely helpful.
NOTE: The steering control valve is a precision as-
sembly manufactured to very close tolerances, there-
fore complete cleanliness is a must when handling
control valve. Work in a clean area and use lint free
wiping materials or dry compressed air. Use a wire
brush to remove foreign material and debris from
around exterior joints of valve before disassembly.
Fresh solvent and Type C-4 oil should be used to
insure cleanliness and initial lubrication.
NOTE: Although not all drawings show the control
valve in a vise, the valve housing should be kept in the
vise during disassembly. Follow the clamping proce-
dures explained throughout the procedure.
1. Clamp control valve in vise, meter end up. Clamp
lightly on edges of mounting area (See Figure
5-4).
Use protective material on vise jaws and DO NOT
overtighten jaws.
2. Remove capscrews (18, Figure 5-5) from end cap
(17). Remove end cap.
FIGURE 5-3. SPRING INSTALLATION TOOL FIGURE 5-4. CLAMPING VALVE ASSEMBLY
L5-2 Steering Control Valve L05009 5/98
3. Remove seal (16) from meter (15). Remove meter
being careful not to drop the star from inside of
meter.
4. Remove seal (9) from meter (15).
5. Remove wear plate (21).
6. Remove seal (9) from housing (8).
7. Remove drive (14).
8. Remove housing from vise. Place housing on a
clean soft cloth to protect the finish. Use Tru-Arc
retainer ring pliers and remove retaining ring from
housing, as shown in Figure 5-6.
9. Position screwdrivers 180 apart in groove of
retainer. (See Figure 5-7). Pry retainer upward
until flush with housing. Be careful not to damage
ring groove of front retainer. Remove screwdriv-
ers and push spool down while removing retainer
from housing by hand.
10. Remove teflon seal (20, Figure 5-5), O-ring seal
(5), backup ring (19), O- ring seal (4) and dust seal
(2) from front retainer (3).
11. Remove bearing races (6) and the needle thrust
bearing (7) from spool and sleeve assembly.
FIGURE 5-5. STEERING CONTROL VALVE ASSEMBLY
1. Retaining Ring
2. Dust Seal
3. Front Retainer
4. O-ring Seal
5. Seal
6. Bearing Race
7. Needle Thrust Bearing
8. Housing
9. Seal
10. Control Spool
11. Centering Springs
12. Control Sleeve
13. Pin
14. Drive
15. Meter (Gerotor)
16. Seal
17. End Cap
18. Capscrew
19. Backup Ring
20. Teflon Seal
21. Wear Plate
L05009 5/98 Steering Control Valve L5-3
Avoid binding spool and sleeve in housing. A very
slight back and forth rotation of spool and sleeve
helps reduce binding. Keep pin in a nearly horizon-
tal position when removing spool and sleeve from
housing. If pin becomes vertical during removal, it
may drop from spool and sleeve into an oil pas-
sage inside the housing.
12. Remove spool and sleeve assembly (10 & 12) from
meter end of housing. (See Figure 5-5). Push pin
(13) from spool and sleeve assembly.
13. Remove spool from sleeve and then carefully
remove eight centering springs from spool. (See
Figure 5-9).
FIGURE 5-6. RETAINER RING REMOVAL
FIGURE 5-7. FRONT RETAINER REMOVAL
FIGURE 5-8. SPOOL, SLEEVE & PIN REMOVAL
1. Spool & Sleeve 2. Pin
FIGURE 5-9. SPOOL AND SLEEVE
1. Spool
2. Centering Springs
3. Sleeve
L5-4 Steering Control Valve L05009 5/98
Cleaning and Inspection
1. Clean all mating surfaces. Replace any parts that
have scratches or burrs, or show signs of wear.
2. Clean all metal parts with clean solvent such as
Trichlorethylene, Acetone or Lacquer Thinner.
Spool and sleeve in this unit have been machined
to very close tolerances and any foreign material
may be damaging.
When using cleaning agents follow solvent manu-
facturers warnings.
3. Blow dry with air. DO NOT wipe dry with cloth or
paper towel. Lint or other foreign material could
get into the hydraulic system and cause damage.
4. DO NOT use grit or try to file or grind steering
control unit parts.
5. Lubricate all seals (except new quad ring seal)
with clean petroleum jelly, such as Vaseline. Do
not use excessive lubricants on seals for meter
section.
NOTE: Refer to Parts Catalog when ordering replace-
ment parts. A good service policy is to replace all old
seals with new seals whenever unit is disassembled.
Assembly
1. Assemble spool and sleeve carefully so that the
centering springs slots line up.
2. Apply a light film of clean oil to the outside diame-
ter of the spool. Rotate spool while sliding parts
together.
Because of close tolerances between spool and
sleeve, DO NOT use force when rotating parts
together. Be careful not to burr the sleeve.
3. Test for free rotation. Spool should rotate
smoothly in sleeve with finger tip force applied at
splined end.
4. Align spring slots of spool and sleeve, then stand
parts on bench. Insert spring installation tool (see
Figure 5-3) through spring slots of both parts.
NOTE: If spring installation tool is not available, use
Alternate Method, as described below.
5. Position centering springs (two sets of four each)
on the bench so that the extended edge is down
and center section is together.
6. In this position, insert one end of the entire spring
set into spring installation tool (Figure 5-10).
7. Compress expanded end of centering spring set
and push into spool and sleeve assembly. Keep
pressure on spring ends when withdrawing instal-
lation tool, push forward on spring set at the same
time.
8. Center spring set in spring slots. Seat springs
down evenly and flush with upper surface of the
spool and sleeve.
Alternate Method:
Carefully follow these instructions when installing cen-
tering springs without the aid of a spring installation
tool:
a. Insert one centering spring, with extended
edge down, in spring slot of spool (raise spool
from sleeve slightly for more spring clearance).
b. Insert one centering spring opposite spring
located in slot spool. Make sure center section
of both springs are together and that the ex-
tended edge of the springs are down.
FIGURE 5-10. CENTERING SPRINGS
INSTALLATION
1. Spring Installation Tool 2. Centering
Springs
L05009 5/98 Steering Control Valve L5-5
c. Push one set of three centering springs be-
tween the two springs in the spool (Figure
5-10).
d. Push remaining set of three centering springs
opposite four centering springs in spool.
e. Push spool in sleeve until springs seat flush
with top and sides of sleeve.
9. Install pin through spool and sleeve assembly until
pin becomes flush with both sides of sleeve.
10. Position spool and sleeve assembly so splined end
of spool enters meter end of housing first (see
Figure 5-11).
Be extremely careful that spool and sleeve DOES
NOT tilt out of position while inserting into hous-
ing. Lubricate O.D. of sleeve. Push parts gently
into place with slight rotation. KEEP PIN HORI-
ZONTAL. Bring the spool assembly entirely within
the housing bore until the parts are flush at the
meter end of housing. Do not pull the spool assem-
bly beyond this point to prevent the cross pin from
dropping into the discharge groove of the housing.
With the spool assembly in this flush position,
check for free rotation within the housing by turn-
ing with light finger force at the splined end.
11. Place housing on a clean lint free cloth (meter end
down). Install bearing races and needle thrust
bearing (3 & 4, Figure 5-12).
12. Install dust seal (4, Figure 5-13) in front retainer,
flat or smooth side of dust seal must face down
toward retainer. Install backup ring (19, Figure 5-
5), O-ring seal (5) and teflon seal (20) in front
retainer. DO NOT use any seal that falls freely into
pocket of retainer.
13. Install O-ring seal on front retainer.
14. Install front retainer (2, Figure 5-13) over the spool
end with twisting motion. Tap the retainer in hous-
ing with a rubber hammer making sure retainer is
seated flush on the bearing race.
15. Using Tru-Arc retaining ring pliers, install retaining
ring in housing (see Figure 5-13). After installing
ring, tap ring to make sure it is properly seated in
groove.
16. Clamp housing in vise. Install seal (9, Figure 5-5)
in housing.
FIGURE 5-11. SPOOL AND SLEEVE
FIGURE 5-12. BEARING INSTALLATION
1. Retaining Ring
2. Front Retainer (with
Seals)
3. Needle Thrust
Bearing
4. Bearing Race
L5-6 Steering Control Valve L05009 5/98
Do not overtighten jaws when clamping valve
housing in vise. Clamp lightly on edges of mount-
ing area.
17. Rotate spool and sleeve assembly until pin is
parallel with port face (Figure 5-14). Install drive
(2), making sure drive is engaged with pin (3).
NOTE: To assure proper alignment, mark one of the
two drive tooth slots that are parallel with slot in the
end of drive (see Figure 5-15, Reference B & C).
A timing mark made on drive must fall on the
parallel line between any two meter star valleys.
Note the parallel relationship of reference lines A,
B, C and D (Figure 5-15 & 5-16).
NOTE: Check to insure that the spool and sleeve are
flush or slightly below the meter end of the housing.
Clean the upper surface of the housing by wiping with
the palm of a clean hand. Clean each of the flat
surfaces of the meter end parts in a similar way when
ready for reassembly. DO NOT use cloth or paper
towel to clean surfaces.
FIGURE 5-13. RETAINER INSTALLATION
1. Retaining Ring
2. Front Retainer
3. Seal
4. Dust Seal
5. O-ring Seal
6. Thrust Bearing
FIGURE 5-14. DRIVE AND PIN INSTALLATION
1. Port Face
2. Drive
3. Pin
FIGURE 5-15. GEROTOR TIMING
1. Star Meter Valley (Gerotor)
2. Drive Marked As Shown
3. Pin
L05009 5/98 Steering Control Valve L5-7
18. With seal groove side of meter down, install meter
on drive (Figure 5-16).
19. Align bolt holes without disengaging meter from
drive. Carefully adjust meter on housing, exces-
sive turning of meter may disrupt seal between
meter and housing.
20. Install seal (16, Figure 5-5) in meter. Install end
cap on meter. Carefully align holes as not to
disrupt seal from meter.
21. Install lubricated capscrews in end cap. Tighten
capscrews to 15-20 ft.lbs. (20.3-27.1 N.m)
torque, then torque screws to 75 ft.lbs. (100 N.m)
torque. Pretighten and torque capscrews in order
shown. (Figure 5-17).
22. Apply a small amount of LW025-27multi-purpose
moly grease to the internal splines of the spool (1,
Figure 5-9).
FIGURE 5-16. GEROTOR ORIENTATION
1. Port Face
2. Meter (Gerotor) Star Valley
3. Pin
4. Housing
5. Meter (Gerotor) Star
6. Drive Spline
7. Drive
8. Wear Plate
FIGURE 5-17. TIGHTENING SEQUENCE
L5-8 Steering Control Valve L05009 5/98
STEERING CIRCUIT COMPONENT REPAIR
ACCUMULATORS
The following removal, installation, disassembly and
assembly procedures are applicable to both the steer-
ing and brake accumulators.
Do not loosen or disconnect any hydraulic line or
component connection until engine is stopped
and keyswitch has been Off for at least 90 sec-
onds.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a persons body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
Removal
1. Block the wheels of the truck.
2. Insure key switch has been Off for at least 90
seconds to allow accumulator oil to drain back to
tank. Check by turning steering wheel.
3. Bleed the pressure from the brake accumulators
by turning the bleeder valves (4, Figure 6-2) lo-
cated on the Low Brake Pressure Detection Mod-
ule (5) counterclockwise. When the accumulators
are completely bled down, close bleeder valves
by turning the bleeder valve handles clockwise.
Do not leave valves open.
FIGURE 6-1. ACCUMULATOR INSTALLATION
1. Steering Accumulator
2. Rear Brake Accumulator
3. Cover
4. Front Brake Accumulator
5. Front Bumper
6. Low Brake Pressure
Detection Manifold
7. Accumulator Oil
Supply Manifold
FIGURE 6-2. ACCUMULATOR PIPING
1. Steering Accumulator
2. Rear Brake Accumulator
3. Front Brake Accumulator
4. Brake Accumulator Bleed
Valves
5. Low Brake Pressure
Detection Manifold
6. Pressure Test Port
7. Low Brake Pressure
Switch
8. Oil Supply Hose
9. Manifold
10. Check Valves
L06007 5/92 Steering Circuit Component Repair L6-1
4. Remove charging valve cover (3, Figure 6-1).
Make certain only the small swivel hex nut turns.
DO NOT TURN MORE THAN THREE TURNS. Turn-
ing the complete charging valve assembly may
result in the valve assembly being forced out of the
accumulator by the nitrogen pressure inside.
Wear protective face mask when discharging nitro-
gen gas.
5. Remove charging valve cap and loosen small hex
on charging valve (3, Figure 6-3) three turns.
Depress the valve core until all nitrogen pressure
has been relieved.
6. Remove oil lines from bottom of accumulator. Plug
all hoses and openings to prevent possible con-
tamination of the system. Disconnect and mark
electrical wiring to pressure switch (1).
7. Attach a handling device to the accumulator.
8. Remove nuts and lockwashers securing the accu-
mulator mounting straps (5, Figure 6-3) to the
mounting bracket.
9. Remove accumulator from the mounting bracket
and move to a clean work area for disassembly.
Installation
1. Lift accumulator into position on the mounting
bracket. Accumulator should be positioned with
the warning label positioned to the rear of the
truck.
2. Secure the accumulator to the mounting bracket
using mounting straps, lockwashers and nuts. Do
not overtighten nuts, as this could distort the
accumulator.
3. If pressure switch was removed, install at this time.
Connect electrical wiring to pressure switch and
reconnect oil lines to the bottom of the accumu-
lator.
4. Precharge accumulator with pure dry nitrogen as
outlined in Accumulator Charging Procedure.
Disassembly
1. Remove charging valve (1, Figure 6-4).
2. Use a spanner wrench to remove head (2) at top
of accumulator.
3. Push piston (8) out of Housing (5).
Cleaning and Inspection
1. Replace O-rings (4, Figure 6-4), backup ring (3)
and T ring (7).
2. 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.
3. Check piston bearings (6) for excessive wear.
4. Minor defects may be corrected by lapping or
stoning. Clean parts to remove abrasive residue
after lapping or stoning.
Assembly
Assemble the accumulator in a dust and lint free area.
Maintain complete cleanliness during assembly to pre-
vent possible contamination.
1. Lubricate all components with clean Type C-4
hydraulic oil.
FIGURE 6-3. ACCUMULATOR CHARGING VALVE
1. Low Accumulator
Pressure Switch
2. Charging Valve
3. Small Hex Nut
4. Accumulator
5. Mounting Strap
L6-2 Steering Circuit Component Repair L06007 5/92
2. If bearings (6, Figure 6-4) need replacing, specific
bonding instructions are required to properly re-
place the bearings. If replacement is necessary
contact the HAULPAK

Distributor for proper pro-


cedure.
3. Install T ring (7) on piston and install the piston
with the concave side toward gas end of accumu-
lator cylinder housing (5).
4. Install new O-ring (4) and new backup ring (3) on
the head (2). Backup ring should be positioned
toward threads on head.
NOTE: Pour 24 oz. (710 ml) of LW102-30 Rust Preven-
tive Oil in the gas end of the accumulator. This will
insure a gas tight seal between each end of the accu-
mulator.
5. Install head (2) on the housing (5) and tighten to
500 ft.lbs. (678 N.m) torque.
6. Install charging valve (1) with a new lubricated
O-ring. Tighten charging valve large hex nut to
16.5 ft.lbs. (22.3 N.m) torque.
LOW PRESSURE ACCUMULATOR
PRESSURE SWITCH
One switch is located in the top of each accumulator.
A normally closed (N/C) switch, it has contacts set to
close at 850 psi (5861 kPa) decreasing pressure. When
closed, it provides ground for precharge relay coil and
warning light. The three pressure switchs are con-
nected together in parallel and will actuate the dash
mounted pre-charge light when a switch is defective or
accumulator is not precharged correctly.
Check for defective pressure switch as follows:
1. Engine stopped.
2. Accumulator oil pressure bled down.
3. Key turned "ON" and precharge light "ON".
4. Key turned "OFF".
5. Disconnect one switch on a accumulator.
6. Key turned "ON", if light does not come on, this
is the accumulator with low nitrogen pressure
or a, defective pressure switch. If light comes
on repeat steps 4, 5, & 6 by disconnecting
additional switches until the accumulator with
low nitrogen pressure or a, defective pressure
switch is found.
7. Check nitrogen pressure with charging kit.
Charge accumulators if necessary or replace
defective pressure switch.
8. Key "Off". Reconnect all disconnected pressure
switches.
FIGURE 6-4. ACCUMULATOR ASSEMBLY
1. Charging Valve
2. Head
3. Backup Ring
4. O-Ring
5. Housing Structure
6. Bearings
7. T Ring
8. Piston
L06007 5/92 Steering Circuit Component Repair L6-3
ACCUMULATOR
CHARGING PROCEDURE
The following procedures are applicable to both the
steering system and the brake system accumulators.
Do not loosen or disconnect any hydraulic line or
component until engine is stopped, key switch has
been Off for at least 90 seconds and brake accu-
mulators are bled.
Pure dry nitrogen is the only gas approved for use
in the accumulators. The accidental charging 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 accumulator.
When charging or discharging the nitrogen gas in
the accumulator, be certain the DANGER and
WARNING labels are observed and the instructions
regarding the charging valve are carefully read and
understood.
1. Block the wheels of the truck.
2. Insure key switch has been Off for at least 90
seconds to allow accumulator oil to drain back to
tank. Check by turning steering wheel.
3. Bleed the pressure from the brake accumulators
by turning the bleeder valves (4, Figure 6-2) lo-
cated on the Low Brake Pressure Detection Mod-
ule (5) counterclockwise. When the accumulators
are completely bled down, close bleeder valves
by turning the bleeder valve handles clockwise.
Do not leave valves open.
NOTE: If a loss in nitrogen pressure occurred during
operation, oil may still be present in the accumulator
below the piston. This oil can be bled off during the
nitrogen charging procedure. If the steering accumu-
lator is being charged, turn the steering wheel back
and forth or actuate the bleed down solenoid by turn-
ing the key switch On and then Off. If a brake
accumulator is being charged, open the appropriate
bleeder valve during initial charging. Close the
bleeder valve after pressure has forced the piston to
the bottom of the housing.
4. Remove charging valve guards.
If nitrogen pressure is present in the accumulator,
make certain only the small swivel hex nut is turned
during the next step. DO NOT TURN MORE THAN
THREE TURNS. Turning the complete valve assem-
bly may result in the valve assembly being forced
out of the accumulator by the nitrogen pressure
inside.
5. Remove charging valve cap (1, Figure 6-5). Turn
small swivel hex nut (4) three complete turns
counterclockwise.
6. Insert the tip of a screwdriver against the charging
valve stem and depress stem. Hold down until all
nitrogen has been released.
7. If a loss in nitrogen pressure is the reason for
recharging, inspect the charging valve and accu-
mulator for damage. Replace or repair items, as
necessary, before attempting charging proce-
dure.
8. Connect the nitrogen charging kit to the charging
valve. Open the regulator and charge the accu-
mulator to 1050 psi (7.2 MPa).
FIGURE 6-5. CHARGING VALVE
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-Ring
L6-4 Steering Circuit Component Repair L06007 5/92
NOTE: When charging the accumulator, allow ade-
quate time for the system to fully charge. Insure all oil
has returned from the accumulator to the hydraulic
tank.
9. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 1050 psi (7.2
MPa) continue charging procedure until pressure
is stabilized.
10. Remove the charging kit and tighten small hex nut
on charging valve to 4 ft.lbs. (5.4 N.m) torque.
NOTE: If a new charging valve was installed, the valve
stem must be seated as follows:
a. Tighten small hex swivel nut to 10.5 ft.lbs. (14.2
N.m) torque.
b. Loosen swivel nut.
c. Tighten swivel nut to 10.5 ft.lbs. (14.2 N.m)
torque.
d. Again, loosen swivel nut.
e. Finally, tighten swivel nut to 4 ft.lbs. (5.4 N.m)
torque.
11. Install charging valve cap (1) and tighten finger
tight. Install charging valve guard and tighten cap-
screws to 25 ft.lbs. (40 N.m) torque.
12. Operate truck and check steering and brake sys-
tem operation.
INLINE FILTERS
Two inline hydraulic oil filters (Figure 6-6) are used on
the Haulpak

truck. One filter is located at the inlet port


of the steering control valve (P port). The other filter
is located at the the branch of the Tee supplying oil
to the brake/steering pump. This Tee is inside the
right hand frame rail, above the steering pump.
Service
The inline filters should be serviced at 5000 hour inter-
vals or sooner if contamination of the hydraulic system
is suspected.
1. Block the wheels of the truck.
2. Insure key switch has been Off for at least 90
seconds to allow accumulator oil to drain back to
tank. Check by turning steering wheel.
3. Bleed the pressure from the brake accumulators
by turning the bleeder valves (4, Figure 6-2) lo-
cated on the Low Brake Pressure Detection Mod-
ule (5) counterclockwise. When the accumulators
are completely bled down, close bleeder valves
by turning the bleeder valve handles clockwise.
Do not leave valves open.
4. Disconnect hose attached to filter. Remove filter.
5. Clean the filter in fresh solvent and dry with com-
pressed air.
6. Inspect the filter disc for trapped contaminants or
damage. If filter disc cannot be be cleaned as
above or appears damaged, discard assembly
and replace with a new part.
7. Install filter using a new O-ring if necessary. Attach
hose and tighten securely.
8. After the engine has been started, inspect connec-
tions and repair leaks if found. Service the hydrau-
lic tank, if necessary.
FIGURE 6-6. INLINE HYDRAULIC OIL FILTER
L06007 5/92 Steering Circuit Component Repair L6-5
STEERING CYLINDERS
The steering cylinders are mounted to the spindle and
frame on ball studs to allow for angular movement as
the front wheels turn and the steering cylinders extend
and retract. Removal and installation and ball stud
replacement instructions can be found in Section G.
Disassembly
1. Use a spanner wrench and remove gland (6,
Figure 6-7). Pull rod (11) and gland out of housing
(1).
2. Remove locknut (2) and piston (3). Remove piston
bearing (4) and piston seal (5) from piston.
3. Pull rod (11) free of gland (6). Remove O-ring (7)
and backup ring (8). Remove rod seal (9) and rod
wiper (10).
4. Inspect cylinder housing, gland, piston and rod for
signs of pitting, scoring or excessive wear. Clean
all parts with fresh cleaning solvent.
Assembly
1. Lubricate all internal parts with type C-4 oil before
assembly.
2. Install new rod seal (9, Figure 6-7), rod wiper (10),
backup ring (8) and O-ring (7) in gland (6).
3. Push rod (11) through top of gland, slowly advanc-
ing rod over rod seal and rod wiper.
4. Install seal assembly (5) as follows:
a. Place piston (3) on workbench with seal groove
at top. Install O-ring.
b. Heat seal several minutes in boiling water.
c. Remove seal ring from water and install Imme-
diately. (Ring will take a permanent set in ap-
proximately 5 seconds.) If seal has taken a
slightly large set, tighten using a piston ring
compressor.
5. Install new bearing (4) on piston (3). Secure piston
to rod with locknut (2). Tighten locknut to 850
ft.lbs. (1153 N.m) torque.
6. Carefully install rod and gland assembly into hous-
ing (1). Insure backup ring (8) and O-ring (7) are
not damaged during installation of gland.
7. Using a spanner wrench, tighten gland to 500
ft.lbs. (675 N.m) torque.
FIGURE 6-7. STEERING CYLINDER
1. Housing
2. Locknut
3. Piston
4. Bearing
5. Seal Assembly
6. Gland
7. O-Ring
8. Backup Ring
9. Rod Seal
10. Wiper
11. Rod
L6-6 Steering Circuit Component Repair L06007 5/92
BRAKE/STEERING PUMP REPAIR
Removal
1. Block the wheels of the truck.
2. Insure key switch has been Off for at least 90
seconds to allow accumulator oil to drain back to
tank. Check by turning steering wheel.
3. Bleed the pressure from the brake accumulators
by turning the bleeder valves located on the Low
Brake Pressure Detection Module counterclock-
wise. When the accumulators are completely bled
down, close bleeder valves by turning the bleeder
valve handles clockwise. Do Not leave valves
open.
Escaping fluid under pressure can penetrate the
skin causing serious injury and possibly death if
proper medical treatment by a physician familiar
with this type of injury is not received immediately
Relieve pressure before disconnecting hydraulic
or other lines. Tighten all connections before ap-
plying pressure.
4. Loosen the vent plugs above the suction and
return tubes on the hydraulic tank.
5. Clean dirt accumulation from the pump and PTO
drive area.
6. Remove inlet, outlet and drain hoses from pump
(2, Figure 6-8). Cap all lines to prevent possible
contamination.
7. Support pump, remove capscrews (1)and lock-
washers securing pump to PTO (3).
8. Slide pump shaft out of PTO drive splines and
remove.
Installation
1. Install a new O-ring in the bore of the pump
mounting flange.
2. Align pump (2, Figure 6-8) shaft splines with PTO
drive and slide pump into position against the
adapter flange.
3. Install capscrews and lockwashers (1). Tighten to
standard torque.
4. Connect hoses to inlet, outlet and drain ports of
pump.
5. Close vent plugs in hydraulic tank cover. Refill
hydraulic tank as required.
6. Refer to Steering Circuit Checkout Procedure
and adjust pump compensator pressure.
Disassembly
1. Thoroughly clean outside surface of pump.
2. Install pump on a bench fixture (Figure 6-9).
FIGURE 6-8. HYDRAULIC PUMPS
1. Capscrews & Lockwashers
2. Brake/Steering Pump
3. PTO Drive
4. Hydraulic Pump
FIGURE 6-9. PUMP REBUILD FIXTURE
L06007 4/92 Steering Circuit Component Repair L6-7
3. Drain off excess hydraulic oil from pump inlet and
discharge ports.
4. Write or stamp numbers on pump housing, piston
plugs, and inlet valves for identification.
NOTE: Pistons must be installed in their original bores
if they are reused.
5. Remove piston plugs (1, Figure 6-11), springs (2)
and pistons (3).
6. Put assemblies in a parts tray to insure installation
into the same bores from which they were re-
moved.
7. Install vice grips as tightly as possible on pump
shaft, approximately 0.625 in. (16mm) from hous-
ing hub as shown in Figure 6-10.
NOTE: Use vice grip with curved jaw for better clamp-
ing.
8. Check pump shaft end play as follows:
a. Place a magnetic base dial indicator on the
pump housing with the indicator contact point
on a steel ball placed in center of pump shaft.
b. Turn the shaft back and forth while pushing
down to align the tapered roller bearings inside
pump housing.
c. Zero the indicator.
d. Pry upward on the vice grips noting indicator
reading. If end play is more than specification
shown below, check bearings for wear.
End Play Specification
Acceptable . . . 0.001-0.004 in. (0.025-0.100 mm)
9. Check for damage to threaded area of piston plug
(1, Figure 6-11).
10. Discard O-ring (2) and shield (3).
11. Inspect springs (4) for wear or damage.
The maximum difference of force permissible be-
tween each of the eight springs (4) in a set is 1.5
lb. (6.7 N). If difference is more than specification,
install new springs as a set. The colored spring sets
are interchangeable as sets; example: red can
replace yellow, blue can replace green, etc.
NOTE: Side movement of the springs during test may
give an erroneous reading.
12. Check compression rate of springs using a spring
compression tester.
New Spring Specification
Free Length (Approximate) . . . 2.44 in. (62 mm)
Test Length at
34-40 lb. (151-178 N) . . . . . 1.62 in. (41.1 mm)
13. Inspect face and skirt of pistons (5) for metal
transfer, galling or scoring.
The pressure compensator valve housing and
pump housing must be fastened together and
tightened to specification before measurement
can be done on the piston bores.
NOTE: Tolerances indicated may be difficult to obtain
with normal micrometer measuring devices.
FIGURE 6-10. CHECKING END PLAY
1. Vise Grips 2. Dial Indicator
L6-8 Steering Circuit Component Repair L06007 4/92
14. Check piston OD (A) and piston bore ID (B) as
shown in Figure 6-12.
New Part Specification
Piston OD
. . . . . . 0.8740-0.8744 in. (22.2001-22.210 mm)
Piston Bore
ID . . . . 0.8749-0.8753 in. (22.223-22.233 mm)
FIGURE 6-11. BRAKE/STEERING PUMP ASSEMBLY
1. Plug (8)
2. O-Ring (8)
3. Shield (8)
4. Spring (8)
5. Piston (8)
6. Snapring (1)
7. Seal (1)
8. Fitting (8)
9. O-Ring (8)
10. Valve (8)
11. Valve Seat (8)
12. O-Ring (1)
13. Plug (1)
14. Housing (1)
15. Disk (8)
16. Spring (18)
17. Guide (8)
18. Stop (8)
19. Valve Assembly (8)
20. Bearing Cup (2)
21. Bearing Cone (2)
22. Spacer (2)
23. Thrust Washer (2)
24. Sealing Ring (2)
25. Shaft (1)
26. Needle Roller (25)
27. Bearing Race (1)
28. Shim (as required)
NOTE: Parts quantities shown
in parentheses ( ).
FIGURE 6-12. PISTON & BORE MEASUREMENT
L06007 4/92 Steering Circuit Component Repair L6-9
IMPORTANT! Mark the pressure compensator valve
and pump housing prior to disassembly. Proper align-
ment is essential during assembly.
15. Mark the pressure compensator valve housing (15,
Figure 6-13) and pump housing (14, Figure 6-11)
to insure proper alignment during assembly.
16. Remove pressure compensator valve housing from
pump. Save shims (28, Figure 6-11)) for reassem-
bly.
17. Discard O-ring (5) and packings (16 and 17).
Outlet valve assemblies must be installed in their
original bores.
18. Remove the eight outlet valve assemblies (19) and
put them in a parts tray.
19. Remove pump shaft (25) assembly and outer bear-
ing race.
20. Visually inspect taper bearing cones (21) for dam-
aged cage or rollers.
NOTE: Parts quantities shown
in parentheses ( ).
FIGURE 6-13. PRESSURE COMPENSATOR ASSEMBLY
1. Plug (1)
2. O-Ring (1)
3. Fitting (1)
4. O-Ring (1)
5. Plug (1)
6. Pin (1)
7. O-Ring (1)
8. Capscrew (4)
9. Valve (1)
10. Spring (1)
11. O-Ring (1)
12. Plug (1)
13. O-Ring (2)
14. Plug (2)
15. Housing (1)
16. Packing (2)
17. Packing (8)
18. O-Ring (1)
19. Nut (1)
20. Adjustment Screw (1)
21. O-Ring (1)
22. Bushing (1)
23. O-Ring (1)
24. Special Washer (1)
25. Spring (1)
26. Guide (1)
27. Control Valve (1)
28. Backup Ring (1)
29. O-Ring (1)
30. O-Ring (1)
31. Washer (1)
32. Pressure Test Q.D.(1)
L6-10 Steering Circuit Component Repair L06007 4/92
21. Visually inspect spacers (22) and thrust washers
(23) for wear or damage.
22. Inspect race (27) for nicks, scratches, pitting or
metal discoloration. Replace race and pistons if
external damage exists.
23. Hold pump shaft (25) and slowly turn race (27). If
assembly is sticking or noisy, replace needle roll-
ers (26) between race and pump journal.
NOTE: Bearing cups must be used with same cone
from which they were removed.
24. Remove bearing cup (20) from pump housing (14).
NOTE: Pump housing, bearing cones and cups must
be replaced if bearing cups show signs of spinning.
25. Inspect bearing cups (20) for damage.
26. Place bearing cups (20) on matching cone (21) and
turn slowly. If bearings makes a clicking noise or
are sticking, clean and dip cone in clean hydraulic
oil. Turn again and replace if bearing continues to
click or stick.
27. Remove sealing ring (1, Figure 6-14).
NOTE: Bearing puller may have to be put under spacer
to start bearing cone removal.
28. Remove bearing cones (1,Figure 6-15) using a
bearing puller (2).
29. Disassemble pump shaft.
30. Inspect shoulder surface of bearings (1) . Replace
if spacer wear exists.
31. Inspect spacers (22, Figure 6-11). Replace if worn,
scored or discolored.
32. Refer to specifications chart Figure 6-33 and check
shaft (25) journal OD. Replace if pitted, scored or
discolored.
NOTE: VESPEL

thrust washers may require magnifi-


cation for inspection.
33. Inspect thrust washers (23). Replace if worn or
damaged.
NOTE: Refer to specifications chart, Figure 6-33 for
needle roller OD and race OD and ID.
34. Inspect race (27) on O.D. and I.D. Replace if
scored, discolored, or pitted.
35. Inspect needle rollers (26). Replace ALL if any are
scratched, pitted, or discolored.
36. Inspect piston bores (2, Figure 6-16) in pump
housing (1). Replace housing and pistons if scor-
ing, galling or metal transfer exists. FIGURE 6-14. SEALING RING REMOVAL
1. Sealing Ring 2. Shaft
FIGURE 6-15. BEARING CONE REMOVAL
1. Bearing Cone 2. Bearing Puller
L06007 4/92 Steering Circuit Component Repair L6-11
37. After visual inspection, install each piston (3) into
its bore so it extends approximately 0.5 in. (13 mm)
into crankcase. Pistons must slide smoothly and
have no side play. If any side play is found, replace
housing and pistons.
38. Remove inlet valve plugs.
39. Check inlet valves for free valve movement and
valve lift. If valves are not broken and move freely,
do not remove (Figure 6-17).
New Part Specification
Inlet Valve Lift
(Approximate) . . . 0.078-0.120 in. (2.0-3.0 mm)
NOTE: Removed inlet valves must be replaced with
new valves since press fit is critical for sealing.
40. If necessary, remove inlet valves as shown in Figure
6-18.
41. Inspect outlet valve guide (17, Figure 6-11) for
fatigue or damage.
42. Inspect outlet valves (15). Replace if wear, damage,
or deep grooves exist.
43. Inspect springs (16) for wear or damage.
44. Check compression rate of springs using a spring
compression tester.
New Spring Specification
Free Length (Approximate) . . 0.48 in. (12.2 mm)
Test Length
at 2.5-3 lb. (11-14 N) . . . . . . . 0.30 in. (7.6 mm)
45. Inspect outlet valve stops (18) for wear or damage.
46. Wipe outlet valve seats (1, Figure 6-19) with a
finger, accessing seat through the outlet valve
bores. This should be done before inspection,
since oil on valve seat may give impression of seat
damage.
47. Visually inspect outlet valve seats (1) for peening
or damage.
NOTE: Because the press fit is critical for sealing, DO
NOT remove outlet valve seats unless replacement is
absolutely necessary. Removal and installation re-
quires special tool.
(John Deere Part Number JDH-39B-1)
FIGURE 6-16. PISTON BORE INSPECTION
1. Housing
2. Piston Bores
3. Piston
FIGURE 6-17. CHECKING INLET VALVES
FIGURE 6-18. INLET VALVE REMOVAL
1. Inlet Valve 2. Housing
L6-12 Steering Circuit Component Repair L06007 4/92
48. If valve seat replacement is necessary, install spe-
cial screw (2) into seat through piston bore and
installer and removal Tool (3) through outlet valve
bore (Figure 6-19).
49. Install a slide hammer and adapter into the tool and
remove seat.
50. Remove oil seal retaining snap ring.
51. Remove oil seal using a puller and slide hammer
(Figure 6-20).
Assembly
1. Apply clean hydraulic oil on all internal parts before
assembly.
DO NOT push oil seal beyond inner edge of snap
ring groove. Doing so can close drain passage and
cause an oil seal failure.
2. Using a 1.94 in. (48 mm) diameter disk, press oil
seal (7, Figure 6-11) with lip (spring side) toward
inside of pump housing, making sure drain pas-
sage is not blocked.
3. Apply petroleum jelly to lips of oil seal for lubrica-
tion when shaft is installed.
4. Install retaining snap ring (6).
NOTE: Bearing cup (20) may be slip fit.
5. Install bearing cup (20) in housing using a 3.94 in.
(84 mm) diameter disk and an arbor press.
Removed inlet valves must be replaced with new
valves since press fit is critical for sealing.
6. Install new O-rings (9) on inlet valve plugs (8).
7. Install inlet valve assemblies (1, Figure 6-21) using
valve plugs to push inlet valves into their bores.
8. Tighten inlet valve plugs (8, Figure 6-11) to 100 ft.
lbs. (136 N.m) torque.
9. Loosen plugs and retighten to 100 ft. lbs. (136
N.m) torque to seat inlet valves.
FIGURE 6-19. OUTLET VALVE SEAT INSPECTION
1. Valve Seat
2. Special Screw
3. Special Tool
FIGURE 6-20. OIL SEAL REMOVAL
FIGURE 6-21. INLET VALVE INSTALLATION
1. Inlet Valve Assembly
L06007 4/92 Steering Circuit Component Repair L6-13
10. Install new outlet valve seats (1, Figure 6-22) using
JDH-39B-1 Installer and Removal Tool (2). Drive
seat into housing until flange of tool is against face
of housing.
For a pump equipped with spacers (2 & 6, Figure
6-23) having a flat area to prevent rotation, be
certain spacer is properly aligned with flat area on
pump shaft journal.
11. Put spacer (6, Figure 6-23) on splined end of shaft
(8).
12. Press bearing cone (7) on splined end of shaft
against shaft journal, making sure spacer (6) is
properly aligned.
13. Put race (4) (with VESPEL

thrust washers (5 & 1)


where applicable) on pump shaft (8).
DO NOT use grease to hold needle rollers. Doing
so can restrain roller movement and cause pump
failure. Use only clean hydraulic oil.
14. Insert needle rollers between race (4) and pump
shaft journal.
15. Put spacer (2) and thrust washer (1) on unsplined
end of pump shaft, checking for proper spacer and
thrust washer placement.
16. Install bearing cone (3) on end of pump shaft. Press
bearing cone against pump shaft journal.
NOTE: Taper roller bearings must be pressed onto
pump shaft even if shaft has not been disassembled.
This assures correct pump shaft end play.
17. Press bearing cones against pump shaft journal
even if shaft has not been disassembled.
Seal Ring Installation (Preferred Method)
18.Shaft Seal Sizer Tool (John Deere part number
JDG-493) can be used to aid sealing ring installa-
tion . If this tool is not available, refer to the alter-
nate method on the following page.
18A. Install JDG-494 Spline Protector Tool (2, Figure
6-24) on pump shaft.
FIGURE 6-22. OUTLET VALVE SEAT INSTALLATION
1. Valve Seat 2. Special Tool
FIGURE 6-23. SHAFT ASSEMBLY
1. Thrust Washer
2. Spacer
3. Bearing Cone
4. Bearing Race
5. Thrust Washer
6. Spacer
7. Bearing Cone
8. Shaft (Splined End)
FIGURE 6-24. SEAL RING INSTALLATION
1. Seal Sizer Tool
2. Spline Protector Tool
3. Seal Ring
L6-14 Steering Circuit Component Repair L06007 4/92
19A. Carefully slide new sealing ring (3) over spline
protector and down into groove on pump shaft
making sure sealing ring does not twist. Use op-
tional JDG- 493 sizing tool (1) to aid installation.
20A. Remove JDG-494 Spline Protector.
21A. Position sealing ring in groove. Leave tool in
position approximately 5 minutes to allow sealing
ring to set.
Seal Ring Installation (Alternate Method)
18B. Install JDG-494 Spline Protector Tool (2, Figure
6-24) on pump shaft.
19B. Carefully slide new sealing ring (3) over spline
protector and down into groove on pump shaft
making sure sealing ring does not twist.
20B. Remove JDG-494 Spline Protector.
21B. Clamp sealing ring in groove using a hose
clamp (2, Figure 6-25). Put shim stock (1) between
clamp and sealing ring to prevent sealing ring
damage. Leave hose clamp in place approxi-
mately 5 minutes to allow sealing ring to set.
22. Remove seal sizer tool (or hose clamp) and in-
spect.
23. Install pump shaft in housing using JDG-494 Spline
Protector to prevent seal damage. Remove spline
protector tool.
DO NOT drive bearing cup all the way down against
bearing cone.
24. Install remaining bearing cup (20, Figure 6-11) in
pump leaving a gap between the cup and bearing
cone. Installation of shims and pressure compen-
sator valve housing will properly align bearing cup
and cone.
NOTE: If end play was out of specification, or bearing
cones and cups have been replaced, DO NOT install
O-rings, packings or outlet valves.
25. Install shims (28) in pressure compensator valve
housing using a small amount of petroleum jelly to
hold shims in place. Install pressure compensator
valve housing on pump.
26. Tighten cap screws alternately to 50 ft. lbs. (70
N.m) torque. Continue tightening capscrews alter-
nately to 85 ft. lbs. (115 N.m) torque.
27. Check shaft end play using procedure described
in Disassembly step 8. Increase number or size
of shims in pressure compensator valve housing if
end play is greater than 0.004 in. (0.100 mm).
End Play Specification
Acceptable . . . 0.001-0.004 in. (0.025-0100 mm)
28. Remove pressure compensator valve housing from
pump housing.
Outlet valve assemblies must be installed in their
original bores.
FIGURE 6-25. SEAL RING INSTALLATION
(ALTERNATE METHOD)
1. Shim Stock 2. Hose Clamp
L06007 4/92 Steering Circuit Component Repair L6-15
29. Install outlet valves (1, Figure 6-26) in their original
bores.
NOTE: Apply a small amount of petroleum jelly to
O-ring, packings and shims to hold them in place
during assembly.
30. Install O-ring (1, Figure 6-27), packings (2, 3, and
5) and shims (4).
Serious personal injury and pump component
damage may result if the pressure compensator
valve housing is not correctly installed to pump
housing. The high pressure passages (1, Figure
6-28) must line up when pressure compensator
valve housing is installed to pump housing. Refer
to Figure 6-28 for identification and location.
31. Install pressure compensator valve housing (2,
Figure 6-28) to pump housing (3) making sure high
pressure passages (1) and low pressure passages
(4) are aligned.
32. Tighten capscrews to 50 ft. lbs. (70 N.m) torque.
Continue tightening capscrews alternately to 85 ft.
lbs. (115 N.m) torque.
33. Install O-rings (2, Figure 6-11) and shields (3) on
piston plugs (1).
FIGURE 6-26. OUTLET VALVE INSTALLATION
1. Outlet Valve Assembly
FIGURE 6-27. PRESSURE COMPENSATOR
HOUSING SEALING COMPONENTS
1. O-Ring
2. Packing
3. Packing
4. Shims
5. Packing
FIGURE 6-28. OIL PASSAGE ALIGNMENT
1. High Pressure Passage
2. Pressure Compensator
Housing
3. Pump Housing
4. Low Pressure Passage
L6-16 Steering Circuit Component Repair L06007 4/92
NOTE: Original pistons must be installed into their
original bores. All eight (8) springs must be of the same
color code.
34. Install piston assemblies. For easier assembly,
rotate the pump shaft until piston being installed is
on the low side of the cam.
To prevent damage to shields, DO NOT use an
air-operated wrench to tighten piston plugs; use a
torque wrench.
35. Tighten piston plugs (1, Figure 6-11) to 135 ft. lbs.
(185 N.m) torque.
Disassemble and Inspect Pressure Compensator
Valve (Stroke Control Valve)
NOTE: Disassemble pressure compensator valve only
if there is evidence of malfunction. The pressure com-
pensator valve housing does not have to be removed
from the pump. If the pressure compensator valve is
removed from the pump housing, mark both housings
before disassembly.
1. Install pump on a bench fixture after thoroughly
cleaning outside surface of pump.
2. Loosen all plugs on pressure compensator valve
housing (Figure 6-29).
NOTE: Remove adjusting screw (20, Figure 6-30) and
bushing assembly (22) prior to removing plug (1).
Pressure compensator valve sleeve packings will be
damaged if adjusting screw and bushing assembly are
not removed first.
3. Remove adjusting screw (20, Figure 6-30) and
bushing assembly (21, 22, & 23), special washer
(24), spring (25), spring guide (26) and pressure
compensator valve (27).
4. Inspect spring (25) for wear or damage.
5. Check compression rate of spring (25) using a
spring compression tester.
New Spring Specification
Free Length
(Approximate) . . . . . . . . . . 3.62 in. (92 mm)
Test Length at
125-155 lb. (556-690 N) . . . . . 3.31 in. (84 mm)
6. Inspect spring guide (26) for wear.
7. Disassemble adjusting screw and bushing assem-
bly, removing nut (19) and screw (20) from adjust-
ing screw bushing (22).
8. Discard O-rings (21 and 23).
9. Remove plug (14) from housing.
10. Remove crankcase outlet valve plug (12), spring
(10) and crankcase outlet valve (9) from housing.
11. Inspect spring (10) for wear or damage and check
compression rate of spring using a spring com-
pression tester.
New Spring Specification
Free Length (Approximate) . . . 3.43 in. (87 mm)
Test Length at
14-17 lb.(63-77 N) . . . . . . . . 3.0 in. (74.5 mm)
12. Remove resonator plug (5) and pin (6) from hous-
ing.
NOTE: Pin (6) and crankcase outlet valve (9) must slide
freely in their bores.
13. Inspect crankcase outlet valve (9) and pin (6) for
wear.
New Part Specification
Crankcase Outlet Valve
OD . . . . . 0.5507-0.5515 in. (13.990-14.010 mm)
Pin OD . . . 0.1246-0.1248 in. (3.165-3.170 mm)
FIGURE 6-29. PLUG REMOVAL
1. Plug
L06007 4/92 Steering Circuit Component Repair L6-17
14. Discard O-rings (7 & 11) on plugs.
DO NOT use a punch to remove pressure compen-
sator valve sleeve. Sleeve could be damaged and
cause sticking.
15. Carefully remove pressure compensator valve (27)
sleeve using a wood or brass dowel. Remove from
plug opening, pushing toward adjusting screw
opening.
16. Inspect pressure compensator valve assembly.
Valve (1, Figure 6-31) must move freely in bore (2).
Valve face (3) and seat (4) must be free of pits,
nicks, grooves. Replace valve and sleeve if drag or
damage exists.
New Part Specification
Valve OD . . . . . . . . . . . . 0.2661-0.2665 in.
. . . . . . . . . . . . . . . . . (6.759-6.769 mm)
Sleeve ID (Top End) . . . . . . 0.2667-0.2673 in.
. . . . . . . . . . . . . . . . (6.7740-6.7900 mm)
NOTE: Parts quantities shown
in parentheses ( ).
FIGURE 6-30. PRESSURE COMPENSATOR ASSEMBLY
1. Plug (1)
2. O-Ring (1)
3. Fitting (1)
4. O-Ring (1)
5. Plug (1)
6. Pin (1)
7. O-Ring (1)
8. Capscrew (4)
9. Valve (1)
10. Spring (1)
11. O-Ring (1)
12. Plug (1)
13. O-Ring (2)
14. Plug (2)
15. Housing (1)
16. Packing (2)
17. Packing (8)
18. O-Ring (1)
19. Nut (1)
20. Adjustment Screw (1)
21. O-Ring (1)
22. Bushing (1)
23. O-Ring (1)
24. Special Washer (1)
25. Spring (1)
26. Guide (1)
27. Control Valve (1)
28. Backup Ring (1)
29. O-Ring (1)
30. O-Ring (1)
31. Washer (1)
32. Pressure Test Q.D.(1)
L6-18 Steering Circuit Component Repair L06007 4/92
17. Discard O-ring and backup ring on sleeve.
18. Remove plug (14, Figure 6-30) and quick discon-
nect fitting (32) and discard O-rings.
Assemble Pressure Compensator Valve
(Stroke Control Valve)
NOTE: All pressure compensator valve parts must be
thoroughly cleaned. All passage holes in parts must be
open and clean.
1. Install new O-ring (29, Figure 6-30) and backup
ring (28) through port in pressure compensator
valve housing.
2. Using a new O-ring (2) install plug (1) in fitting (3).
3. Install new backup ring (28) and O-ring (29) on
pressure compensator valve sleeve (27).
DO NOT use a punch to install pressure compen-
sator sleeve. Damage could occur to the sleeve
and cause sticking.
4. Coat all O-rings with oil during installation
5. Carefully install pressure compensator valve
sleeve through adjusting screw port making sure
sleeve seating surfaces are not damaged.
6. Install new O-ring (23) on bushing (22) and new
O-ring on adjusting screw (20).
7. Install screw (20) into bushing (22).
8. Install nut (19).
9. Install pressure compensator valve into sleeve in
housing.
10. Install spring guide (26) with spring (25).
11. Install adjusting screw and bushing assembly with
copper washer (24).
12. Install new O-ring (11) on crankcase outlet valve
plug (12) and resonator plug (5).
NOTE: Pin (6) and crankcase outlet valve (9) must slide
freely in their bores.
13. Carefully install crankcase outlet valve (9) into
pressure compensator valve housing.
14. Install crankcase outlet valve plug (1) with spring
(5) into housing.
15. Install pin (3) and resonator plug (2) into housing.
16. Put new O-rings on plug (14) and pressure test
quick disconnect (32). Install into pressure com-
pensator valve housing.
17. Install new O-ring (1, Figure 6-32) and packings (2,
3, and 9).
18. Install shims (4).
Serious personal injury and pump component
damage may result if pressure compensator valve
housing is not correctly installed to pump housing.
The high pressure passages (5) must line up when
pressure compensator valve housing is installed to
pump housing. Refer to Figure 6-32 for passage
identification and location.
19. Install pressure compensator valve housing (6) to
pump housing (7) making sure system pressure
passages (5) and charge pressure passages (8)
are aligned.
FIGURE 6-31. PRESSURE COMPENSATOR VALVE
ASSEMBLY
1. Valve
2. Sleeve Bore
3. Valve Face
4. Valve Seat
L06007 4/92 Steering Circuit Component Repair L6-19
NOTE: If a new pressure compensator valve housing
is used or pump shaft and/or bearings replaced, end
play must be checked. Refer to steps 7. and 8. in
Disassembly.
20. Tighten capscrews (8, Figure 6-30) alternately to
50 ft. lbs. (70 N.m) torque. Continue tightening
capscrews alternately to 85 ft. lbs. (115 N.m)
torque.
21. Tighten control valve housing plugs to specifica-
tions listed in Figure 6-33.
22. Refer to Steering Circuit Checkout Procedure for
pump pressure adjustment procedures.
FIGURE 6-32. OIL PASSAGE ALIGNMENT
1. O-Ring
2. Packing
3. Packing
4. Shims
5. High Pressure Passage
6. Pressure Compensator
Housing
7. Pump Housing
8. Low Pressure Passage
9. Packing
L6-20 Steering Circuit Component Repair L06007 4/92
PUMP COMPONENT PARTS DIMENSIONS
SPRING SPECIFICATIONS
TORQUE SPECIFICATIONS
ITEM MEASUREMENT INCHES MILLIMETERS
Pump Shaft End Play 0.001--0.004 0.025--0.100
Piston Outside Diameter 0.8740--0.8744 22.2001--22.210
Piston Bore Inside Diameter 0.8749--0.8753 22.223--22.233
Shaft Journal Outside Diameter 1.7442--1.7448 44.302--44.318
Shaft Bearing Race Inside Diameter 2.2457--2.2465 57.041--57.061
Shaft Bearing Race Outside Diameter 2.8140--2.8159 71.475--71.525
Shaft Needle Rollers Outside Diameter 0.250 6.35
Inlet Valve Lift 0.078--0.120 2.0--3.0
Pressure Compensator Valve Spring Guide Outside Diameter 0.9289--0.9309 23.595--23.645
Pressure Compensator Valve Stem Outside Diameter 0.2661--0.2665 6.759--6.769
Pressure Compensator Valve Sleeve Inside Diameter 0.2667--0.2673 6.7740--6.7900
Crankcase Outlet Valve Outside Diameter 0.5507--0.5515 13.990--14.010
Crankcase Outlet Valve Pin Outside Diameter 0.1246--0.1248 3.165--3.170
ITEM COMPRESSION FORCE SPRING TEST LENGTH
POUNDS NEWTONS INCHES MILLIMETERS
Piston Spring Free Length (Approximate)
2.44 62.0
Piston Spring (Yellow) 34--35.5 151--158
1.62 41.1
Piston Spring (Green) 35.5--37 158--165
1.62 41.1
Piston Spring (Blue) 37--38.5 165--171
1.62 41.1
Piston Spring (Red) 38.5--40 171--178
1.62 41.1
Outlet Valve Spring Free Length (Approximate)
0.48 12.2
Outlet Valve Spring 2.5--3 11--14
0.30 7.60
Pressure Compensator Valve Spring Free Length (Approximate)
3.62 92.0
Pressure Compensator Valve Spring 125--155 556--690
3.31 84.0
Crankcase Outlet Valve Spring Free Length (Approximate)
3.43 87.0
Crankcase Outlet Valve Spring 14--17 63--77
3.0
74.5
ITEM FT. LBS. N.m
Pressure Compensator Valve, Housing to Pump
85 115
Pressure Compensator Valve Resonator Plug
100 136
Pressure Compensator Valve Plug
80 108
Pressure Compensator Valve Adjusting Plug
110 150
Test Port Plug
25 34
Crankcase Outlet Valve Plug
45 61
FIGURE 6-33. PUMP SPECIFICATIONS CHARTS
L06007 4/92 Steering Circuit Component Repair L6-21
NOTES
L6-22 Steering Circuit Component Repair L06007 4/92
HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION
CIRCUIT OPERATION
Flow from the shaft end cartridge of the tandem pump
enters the hoist valve inlet port. Return oil flows from
the open center hoist valve to the hydraulic filter(s). At
the hydraulic filter(s), oil is combined with flow from the
cover end cartridge of the tandem pump and routed to
the heat exchanger to remove heat generated during
retarding or service brake application. This combined
oil supply is routed to the rear brakes for cooling and
returned to tank. A portion of this cooled oil is supplied
to the brake/steering pump.
When the body is on the frame, empty or loaded, the
hoist valve spool should be in the float position. Both
extend and retract sides of the hoist cylinders are
open to tank, and the frame is carrying all the load.
HOIST VALVE
The hoist valve is controlled by pilot pressure from the
hoist pilot control valve in the Auxiliary Manifold and
orificed check valves located in the pilot pressure lines
and hoist up/return line.
If the operator selects Raise to raise the dump body,
pilot pressure from the Auxiliary Manifold repositions
the spool in the hoist valve to direct oil flow through the
overcenter valve to the hoist cylinder Raise ports. An
internal relief valve (in the hoist valve) is adjusted to
limit maximum hoist pressure to 2750 psi (19.3 MPa).
The load can be held in position by placing the hoist
valve in Hold when the operator releases the hoist
lever. The hoist valve will go to the Hold position when
pilot pressure is removed and the internal spring and
detent assembly repositions the spool to block oil flow
to and from the hoist cylinders and tank return. An
internal load check valve is used to hold pressure in the
hoist cylinders if the operator selects the Raise posi-
tion after the valve has been in the Hold position. The
check valve allows the pump to attain a pressure equal
to or greater than the pressure in the hoist cylinders to
prevent the body from dropping as the spool is shifted
from the Hold to Raise position.
To lower the dump body, the operator selects the
Power Down position which directs pilot pressure to
the opposite end of the hoist valve spool. Oil then flows
to the annulus area of the hoist cylinders to cause them
to retract. Maximum Power Down pressure is limited
to 1000 psi (6.9 MPa) by the adjustment on the end of
the valve.
After the body has started to descend, the operator can
select the Float position by releasing the hoist lever.
This removes pilot pressure from the hoist valve spool
and allows the internal spring and detent assembly to
reposition the spool to allow oil to return from the hoist
cylinders to the tank.
FIGURE 7-1. HOIST VALVE
L07006 5/94 Hoist Circuit Operation and Component Description L7-1
AUXILIARY MANIFOLD
The Auxiliary Manifold, located to the rear of the fuel
tank, provides several system functions. Oil flows from
the brake/steering pump to the manifold inlet and pro-
vides 2750 psi (19.0 MPa) oil pressure to the parking
brake solenoid. When the solenoid is energized, oil
flows to the parking brake actuator to release the spring
applied parking brake. A switch monitoring this oil
pressure illuminates a warning lamp on the instrument
panel to indicate the parking brake is applied. A second
pressure switch monitoring pump oil pressure illumi-
nates the Emergency Steering warning light and horn
if pressure decreases to 1800 psi (12.4 MPa).
Oil for the hoist pilot circuit flows through a pressure
reducing valve to reduce the pressure from 2750 psi
(19.0 MPa) to 125 psi (862 kPa).
When the operator selects the Raise position on the
hoist lever, a switch energizes the Up solenoid shift-
ing the hoist pilot control valve spool to direct oil to the
hoist valve and move the spool to the Raise position.
When the operator selects Power Down, the Down
solenoid is energized to direct oil to the opposite end
of the hoist valve spool.
COUNTER-BALANCE VALVE
The counter-balance (overcenter) valve is located on
the final drive frame cross tube. This valve provides a
cushion of oil in the hoist cylinder annular area to
prevent damage to the cylinders as they approach
maximum extension and the weight of the load is at the
rear edge of the dump body.
There are no serviceable parts in the counter-balance
valve. If the valve is defective, it must be replaced.
HOIST CYLINDERS
Two stage, double acting cylinders with sealed stages
raise and lower the body. Hoist circuit oil enters and
leaves the cylinders at the extend (EXT) port and
flows through a tube in the second stage to extend the
hoist cylinder. When in Power down, oil enters and
leaves the cylinders at the retract (RET) port and
flows between the hoist oil tube and inside of the
second stage. Orifices in the first and second stage
tubes direct oil to the annular area to retract the cylin-
ders.
CHECK VALVES
Three orificed check valves are used in the hoist circuit.
Their purpose is to restrict oil flow during body down
operation and eliminate the possibility of high oil pres-
sure surges in the hydraulic system.
Two of the check valves are located in the "power up"
and "power down" pilot lines in circuit between the
auxiliary manifold and the hoist valve.
A third check valve is located in the hoist up / return
line which is attached to a junction block mounted to
the final drive frame cross tube.
When the operator raises the body, hydraulic oil will
unseat the check valves and allow unrestricted flow of
oil to the hoist cylinders. When hoist down is selected
the check valves in the pilot lines will close sending oil
flow through a 0.040 in. (1.016 mm) orifice. The orifices
will restrict oil flow, slowing down the movement of the
hoist spool valve and allowing hydraulic oil to drain
slowly back to tank. The check valve in the hoist up /
return line will also close during "power down". Oil will
flow through a 0.375 in. (9.525 mm.) orifice. This will
restrict oil flow back to tank and allow the body to lower
at a slower rate of speed.
FIGURE 7-2. AUXILIARY MANIFOLD
L7-2 Hoist Circuit Operation and Component Description L07006 5/94
HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE
Removal
1. Be certain the engine is shut down and the key
switch has been Off for at least 90 seconds to
allow the steering accumulator to automatically
bleed down. Open the brake accumulator bleed-
down valves on the Low Brake Pressure Detection
Module and bleed the pressure from the brake
accumulators. Close the valves after pressure has
been released.
2. Loosen vent plugs above suction and return tubes
on hydraulic tank.
3. Clean dirt accumulation from the area of the hoist
valve.
4. Remove all hoses connected to hoist valve (4,
Figure 8-1). Cap all lines and valve ports to prevent
contamination.
5. Remove capscrews and lockwashers (3). Remove
valve from mount on fuel tank.
Installation
1. Position hoist valve (4, Figure 8-1) on tank mounts.
Install mount capscrews and lockwashers (3).
Tighten to standard torque.
2. Remove caps and connect all hoses using new
O-rings at split flange clamp connections. Tighten
capscrews to standard torque.
3. Tighten vent plugs on top of tank. Refill hydraulic
tank as required.
4. Refer to Hoist Circuit Checkout procedure for
power down and hoist pressure relief settings.
FIGURE 8-1. HOIST VALVE INSTALLATION
1. Fuel Tank
2. Auxiliary Manifold
3. Capscrews &
Lockwashers
4. Hoist Valve
5. Check Valves
FIGURE 8-2. HOIST VALVE
1. Socket Head
Capscrew & Washer
2. Socket Head
Capscrew & Washer
3. Power Down Pressure
Adjustment
4. Hoist Circuit Pressure
Relief Adjustment
5. Hoist Pressure Test Port
L08006 4/92 Hoist Circuit Component Repair L8-1
Disassembly
NOTE: The valve body and spool are matched. If at
disassembly, one is found damaged, both must be
replaced.
1. Remove socket head capscrews (1, Figure 8-2).
Remove cover (1, Figure 8-3), spacer (2), and
O-ring (3).
2. Remove socket head capscrews and remove de-
tent housing (17).
3. Hold cap (9) and unscrew detent socket (11).
4. Remove centering spring (8), spring guides (7)
plate (6), and O-rings (5 & 26).
5. Pull valve spool assembly out of valve body from
spring cover end.
6. Hold spool to prevent damage to O.D. surface.
Unscrew cap (1, Figure 8-4), remove spring (2)
and load check valve (3).
7. Remove plug (5) and discard O-ring (4).
8. Depress cap nut (19, Figure 8-3), remove snap ring
(22). When spring tension is released, eleven de-
tent balls (14) will be released from between ball
retainers.
9. Remove spring (16), spring retainer (25), sleeve
(13) and ball retainers (12) housing (17).
10. Remove relief valve cap nut (27), jam nut, washers
(29) and adjusting screw (28).
11. Remove spring (32) and poppet (33) from cap (30).
12. Remove cap (30) and pilot seat (35).
FIGURE 8-3. HOIST VALVE ASSEMBLY
1. Cover
2. Plate
3. O-Ring
4. Spool Assembly
5. O-Ring
6. Plate
7. Spring Guide
8. Spring
9. Cap
10. Roll Pin
11. Detent Socket
12. Ball Retainer
13. Sleeve
14. Ball
15. Detent
16. Spring
17. Housing
18. Jam Nut
19. Cap Nut
20. Washer
21. Plug
22. Snap Ring
23. O-Ring
24. Adjusting Screw
25. Spring Retainer
26. O-Ring
27. Cap Nut
28. Adjusting Screw
29. Washer
30. Relief Cap
31. O-Ring
32. Spring
33. Poppet
34. O-Ring
35. Pilot Seat
36. Spacer
37. Spring
38. Poppet
39. Seat
40. O-Ring
41. Cap
L8-2 Hoist Circuit Component Repair L08006 4/92
13. Remove spacer (36), spring (37) and relief poppet
(38).
14. Remove plug (40) and seat (39).
Assembly
1. Inspect all components, replace damaged parts
as necessary. If spool or main housing is dam-
aged, both must be replaced as they are a
matched set.
2. Install new O-rings as valve components are as-
sembled.
3. Install relief seat (39, Figure 8-3), O-ring (40) and
cap (41).
4. Install relief poppet (38), spring (37), spacer (36),
pilot seat (35), O-ring (31) and cap (30).
5. Install poppet (33), spring (32) and adjusting screw
(28) into cap.
6. Install washers (29), jam nut and cap nut (27).
Screw adjusting screw into plug enough to just
bottom on pilot pin spring. Final adjustment will be
made when valve is mounted on truck.
7. Insert load check valve (3, Figure 8-4), spring (2)
and cap (1) in valve spool.
8. Install O-ring (4) and plug (5) in other end of spool.
9. Lubricate spool and carefully slide spool into valve
body.
10. Place O-ring, (5, Figure 8-3) plate (6 ), spring guide
(7), and spring (8) on cap (9).
11. Support spool to prevent it from sliding out of valve
body. Install remaining spring guide (7) and detent
socket (11).
12. Compress spring and screw detent socket (11) into
cap. Place one drop of medium strength Loctite

to threads of detent socket (11) before placing into


cap (9).
13. Position O-ring (26) and housing (17) over center-
ing spring. Install socket head capscrews and
lockwashers. Tighten to 10 ft. lbs. (13.8 N.m)
torque.
14. Install ball retainer (12), balls (14), remaining ball
retainer, sleeve (13), spring retainer (25) and
spring (16) in housing (17).
15. Install new O-ring (23) on plug (21).
16. Insert plug in housing, compress spring and insert
snap ring (22).
17. Install power down adjustment screw (24), washers
(20), jam nut (18) and cap nut (19).
18. Adjustment of power down will be made after valve
is installed on truck.
19. Install O-ring (3), plate (2) and end cap (1). Install
socket head capscrews and washers. Tighten cap-
screws to 10 ft. lbs. (13.8 N.m) torque.
FIGURE 8-4. HOIST VALVE SPOOL ASSEMBLY
1. Cap 2. Spring 3. Load Check Valve 4. O-Ring 5. Cap
L08006 4/92 Hoist Circuit Component Repair L8-3
HOIST CYLINDER
Removal
1. Be certain the engine is shut down and the key
switch has been Off for at least 90 seconds to
allow the steering accumulator to automatically
bleed down.
2. Be sure body is on frame and hoist valve spool is
in float position.
3. Mark hose to cylinder port location on bottom of
cylinder.
4. Disconnect hoses and plug lines to prevent con-
tamination.
5. Remove nut (2, Figure 8-5) and capscrew (1) from
pin (3) on upper mount.
6. Remove capscrews (7), lockwashers (8), and re-
tainer plate (6) from lower mount.
7. Attach lifting device and support hoist cylinder.
8. Remove upper mount pin (3).
9. Move cylinder out of body mount ears and slide
off lower frame mount.
Installation
1. Raise cylinder, slide cylinder onto lower mount.
2. Move cylinder between upper mount ears. Install
upper pin (3, Figure 8-5).
3. Install capscrew (1) and nut (2).
4. Install retainer plate (6), lockwasher (8) and cap-
screws (7). Tighten to standard torque.
5. Connect hoses to proper port on lower cylinder
eye.
FIGURE 8-5. HOIST CYLINDER INSTALLATION
1. Capscrew
2. Nut
3. Pin
4. Snap Ring
5. Bearing
6. Retainer Plate
7. Capscrew
8. Lockwasher
L8-4 Hoist Circuit Component Repair L08006 4/92
FIGURE 8-6. HOIST
CYLINDER ASSEMBLY
1. Capscrew
2. Flatwasher
3. Bearing Retainer
4. Housing
5. Tube
6. Tube
7. Bearing
8. Buffer Seal
9. Rod Seal
10. Rod Wiper
11. Rod Wiper
12. Rod Seal
13. Buffer Seal
14. Bearing
15. Backup Ring
16. O-Ring
17. Capscrew
18. Flatwasher
19. Bearing
20. Seal
21. Bearing
L08006 4/92 Hoist Circuit Component Repair L8-5
Disassembly
1. Remove capscrews (1, Figure 8-6) and flat wash-
ers (2) securing bearing retainer (3) to housing (4).
2. Pull housing (4) from tube (5) and rod eye tube (6).
3. Remove capscrews (17), flat washers (18) and rod
bearing retainer (22) from tube (6).
4. Pull tube (5) and bearing retainer (3) from rod (6).
5. Remove all seals, bearings, O-rings and wipers.
Cleaning and Inspection
NOTE: Use only clean solvent, lint free wiping cloth,
and dry, filtered compressed air when cleaning and
handling hydraulic cylinders. Immediately after clean-
ing and inspection, coat all surfaces with clean Type
C-4 hydraulic oil.
1. Remove and discard all seals and O-rings.
2. Thoroughly clean and dry all parts.
3. Visually inspect parts for damage or excessive
wear.
4. If cylinder bores and plated surfaces are exces-
sively worn or grooved, the cylinder parts must be
replaced or replated and machined to original
specifications. For assistance on wear limits and
specifications, contact your Haulpak

Distributor.
Assembly
1. Install bearing (14, Figure 8-6), buffer seal (13), rod
seal (12) and wiper (11) in bearing retainer (3). Lip
of buffer seal and rod seal point toward bearing.
Lip of wiper points away from bearing.
2. Install O-ring (16) and backup ring (15) on retainer
with backup ring toward bolt flange.
3. Install bearing (7), buffer seal (8), rod seal (9) and
wiper (10) in tube (5). Lip of buffer seal and rod
seal point toward bearing. Lip of wiper points
away from bearing.
4. Lightly coat all seals and bearings with hydraulic
oil.
5. Position bearing retainer (3) on tube (5). Slide tube
onto rod eye tube (6).
6. Install bearings (19) and seal (20) on bearing
retainer (22).
7. Install bearing retainer (22) into tube (5) and over
end of rod (6).
8. Install capscrews (17) and flat washers (18).
Tighten to standard torque.
9. Install bearings (21) on tube (5). Slide housing over
tube. Install gland (3), capscrews (1)and washers
(2) to housing (3). Tighten to standard torque.
10. If test equipment is available for testing after as-
sembly, the following values should be present:
Extended at 2500 psi (17 238 kPa), leakage at
RET port should not exceed 20 cu. in. (32 l) per
minute.
Retracted at 2500 psi (17 238 kPa), leakage at
EXT port should not exceed 40 cu. in. (0.64 l)
per minute.
11. Plug ports at rod eye to prevent contamination
during handling of cylinder.
Hoist Cylinder Mounting Bearing Replacement
The following procedure is applicable to either end of
cylinder:
1. Remove one snap ring (4, Figure 8-5) retaining
bearing (5).
2. Remove bearing.
3. Repeat Steps 1 and 2 for other bearing.
4. Inspect bearing bores, pin and lower frame mount
for damage.
5. Press spherical bearing (5) into bore of cylinder
eye.
6. Install snap ring (4).
7. Repeat Steps 5 and 6 for other end.
L8-6 Hoist Circuit Component Repair L08006 4/92
HYDRAULIC CHECK-OUT PROCEDURE
GENERAL INFORMATION
The hydraulic check-out procedure is intended to help
the technician to check, adjust, and diagnose prob-
lems in the steering and hoist circuits. The technician
should read the entire check-out procedure prior to
performing any steps to become familiar with the pro-
cedures and all the warnings and cautions.
The check-out procedure begins by checking the basic
system before checking individual components.
Included on the last page is a data sheet to record the
information observed during the hydraulic system
check-out procedure. The data sheet is designed to be
removed, copied, and used during the check-out pro-
cedure.
* Steps indicated in this manner should be re-
corded on the data sheet for reference.
STEERING CIRCUIT CHECK-OUT &
ADJUSTMENT PROCEDURE
The steering circuit hydraulic pressure is supplied from
the piston pump and steering accumulator. Some
steering system problems, such as spongy or slow
steering or abnormal operation of the "Low Steering
Pressure" warning light can sometimes be traced to
internal leakage of steering components. If internal
leakage is suspected, refer to "Steering Circuit Compo-
nent Leakage Test."
NOTE: Excessive internal leakage within the brake
circuit may contribute to problems within the steering
circuit. Be certain that brake circuit leakage is not
excessive before troubleshooting steering circuit. For
Brake Circuit Test Procedure, refer to Section "J",
Brake System.
The steering circuit can be isolated from the brake
circuit by removing the brake supply line from the
distribution manifold to the brake accumulators
(see WARNING). Plug the brake supply lines and
cap the ports in the distribution manifold to prevent
high pressure leakage.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a persons body by pene-
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.
Before disconnecting pressure lines, replacing
components in the hydraulic circuits, or installing
test gauges, ALWAYS bleed down hydraulic steer-
ing accumulator.
The steering accumulator can be bled down with en-
gine shut down, turning key switch "Off", and waiting
90 seconds. Confirm the steering pressure is released
by turning the steering wheel - No front wheel move-
ment should occur.
INITIAL SYSTEM SET-UP
Accumulator And Piston Pump Checks
The following equipment will be necessary to properly
check-out the hydraulic steering circuit
a. Hydraulic schematic, refer to Section "R".
b. Two 0-5000 psi (0-35 000 kPa) range calibrated
pressure gauges and hoses.
c. Accumulator charging kit with gauges and dry
nitrogen
d. One oz / ml graduated container.
NOTE: The following procedures may be easier if the
gauges are connected such that they can be read in
the cab or where the technician can communicate with
person operating the controls.
Prior to checking the steering system, the hydraulic
steering and brake systems must have the correct
accumulator precharge and be up to normal operating
temperatures. Also prior to checking the system make
sure the parking brake is properly adjusted. Refer to
Parking Brake Adjustment, Section "J". With the brake
system functioning properly and the parking brake on,
proceed as follows:
L10001 4/92 Hydraulic Check-out Procedure L10-1
NOTE: Always allow nitrogen gas temperature to ap-
proach ambient temperatures before completing pre-
charge procedure. For best resul t s, charge
accumulator in the ambient temperature conditions in
which the truck will be operating
1. Shut down engine and turn key switch off. Wait 90
seconds for the steering accumulator to com-
pletely bleed down before opening circuits to take
measurements, to make repairs, or to install or
remove a gauge.
Be sure steering accumulator oil pressure has
been bled down. Turn the steering wheel; the
wheels should not move if all oil pressure has been
relieved.
2. Check hydraulic oil level in tank, add if required.
3. Check nitrogen charge pressure in steering accu-
mulator before proceding. (Follow the accumula-
tor nitrogen service procedure in this Section.)
* Record pressure reading on data sheet.
4. Install a reliable 5000 psi (35 000 kPa) minimum
pressure gauge at the pressure tap (2, Figure
10-1) on the brake manifold.
5. Install a reliable 5000 psi (35 000 kPa) minimum
pressure gauge at the pressure tap (1, Figure
10-2) on the piston pump.
6. Start engine and cycle the oil through the circuits
to bring the the oil temperature up to normal
operating temperature. Steer slowly both left and
right several times to stabilize the steering circuit
temperatures (both nitrogen and oil).
7. The pressure gauge on the piston pump should
indicate 2750 50 psi (18 961 345 kPa) at 1500
rpm.
* Record pressure reading on data sheet.
8. If pressure is not correct, adjust as follows:
a. Shut down engine and turn key switch off. Wait
90 seconds for the steering accumulator to
completely bleed down before opening circuits
to take measurements, to make repairs, or to
install or remove a gauge
b. Loosen jam nut, turn adjusting screw (3) clock-
wise to increase pressure or counterclockwise
to decrease pressure. Tighten jam nut.
c. Continue checking and adjusting until correct
pressure is obtained.
NOTE: If the piston pump pressure or volume is low,
check charge pressure at port (2). Pressure should be
greater than 10 psi (69 kPa) at high idle.
9. Shut down engine and turn key switch off. Wait 90
seconds, then observe the brake manifold pres-
sure gauge. It should indicate zero pressure.
10. Start the engine. Immediately after starting, check
brake manifold pressure gauge. It will quickly
build to nitrogen pressure of approximately 1050
psi (7240 kPa), pause momentarily, and then in-
crease to the adjusted steering pressure of 2750
50 psi ( 18 961 345 kPa).
* Record pressure reading on data sheet.
FIGURE 10-1 BRAKE MANIFOLD
1. Brake Manifold 2. Pressure tap
FIGURE 10-2 PISTON PUMP
1. High Pressure Tap 3. Adjusting Screw
2. Charge Pressure 4. Allen Wrench
L10-2 Hydraulic Check-out Procedure L10001 4/92
11. Shut down engine and turn key switch off. Wait 90
seconds for steering accumulator to bleed down.
12. Remove pressure gauge from piston pump.
Steering Valve Leakage Check
Never shut off keyswitch to activate accumulator
bleeddown or turn the steering wheel when steer-
ing return lines or ports are open. Return port will
see accumulator oil flow during the bleed down
cycle or turning of the steering wheel.
13. Disconnect steering valve return hose at steering
valve and cap hose.
14. Install a hose into return port of steering valve and
place other end into a suitable measuring con-
tainer.
15. Start engine and allow steering pressure to stabi-
lize.
Never shut off keyswitch to activate accumulator
bleeddown or turn the steering wheel when steer-
ing return lines or ports are open. Return port will
see accumulator oil flow during the bleed down
cycle or turning of the steering wheel.
16. Shut down engine, leave key switch in the run
position.
17. Record the system volume loss from the steering
valve. Maximum leakage should not exceed
111oz / 10 min (3.3 l / 10 min).
* Record on data sheet.
18. If leakage is within specifications, go to step 20.
If leakage is excessive, go to step 19.
19. If excessive leakage from the control valve is
found:
a. Connect return hose back to the steering valve.
b. Turn key switch off and wait 90 seconds for
steering accumulator to bleed down.
c. Inspect steering linkage for binding. This may
cause the steering control valve to be held in
an open position. If this occurs, the allowable
leakage will be greatly affected.
d. Start engine and turn steering wheel to allow
valve to recenter itself again.
e. Shut down engine and turn key switch off, wait
90 seconds for steering accumulator to bleed
down.
f. Check leakage rate again, starting at Step 13. If
leakage is still excessive, rebuild unit according
to the instructions in this Section.
20. Connect return hose to steering control valve.
21. Turn key switch off to bleed down accumulator.
Steering Cylinder Leakage Check
22. Start engine and turn steering wheel to full left lock.
23. Shut down engine and turn key switch off, wait 90
seconds for steering accumulator to bleed down.
24. Remove hose on left steering cylinder on the end
near the frame attachment point. Plug hose end
to prevent high pressure leakage.
25. Start engine and hold pressure on steering wheel
against left lock to pressurize the end of the steer-
ing cylinder still connected to the truck.
26. Measure cylinder leakage at the open steering
cylinder port while holding steering wheel against
left lock.
27. Maximum cylinder leakage must not exceed 0.6
oz / min (17.7 ml / min).
* Record leakage on data sheet.
28. Shut down engine and turn key switch off, wait 90
seconds for steering accumulator to bleed down.
Reconnect hose to steering cylinder.
29. Repeat procedure for the right steering cylinder
while holding pressure on the steering wheel
against the right lock.
* Record leakage on data sheet.
30. If the steering cylinders have excessive leakage,
they must be repaired or replaced.
31. Check hydraulic oil level in tank, add if required.
L10001 4/92 Hydraulic Check-out Procedure L10-3
TROUBLESHOOTING CHART
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Slow Steering, Hard Steering or Loss of Power Assist
Overloaded Steering Axle.
Piston pump pressure lower than specified.
Worn or malfunctioning pump.
Restricted inlet screens in piston pump or steering
valve.
Reduce Axle Loading.
Adjust pump pressure. See "Steering Circuit Check-
Out Procedure".
Replace pump.
Clean or replace screens.
TROUBLE: Drift - Truck Veers Slowly In One Direction.
Rod end of cylinder slowly extends without turning the
steering wheel.
Worn or damaged steering linkage.
A small rate of extension may be normal on a closed
center system.
Replace linkage and check alignment 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,
leaking fittings, pinched hoses, etc.
Loose cylinder piston.
Broken centering springs (Steering Valve).
Worn mechanical linkage.
Bent linkage or cylinder rod.
Severe wear in steering control valve.
Correct oil supply problem and/or oil leakage.
Repair or replace defective components.
Replace centering springs.
Repair or replace.
Repair or replace defective components.
Repair steering control valve
TROUBLE: Slip - A Slow Movement of Steering Wheel Fails To Cause Any Movement of the Steered Wheels
Leakage of cylinder piston seals.
Worn steering control valve.
Replace seals.
Repair or replace steering control valve.
TROUBLE: Spongy or Soft Steering
Low oil level.
Air in hydraulic system. Most likely air trapped in cylin-
ders or lines.
Service hydraulic tank and check for leakage.
Bleed air from system. Placing ports on top of cylinder
will help avoid trapping air.
TROUBLE: Erratic Steering
Air in system due to low oil level, cavitating pump, leaky
fittings, pinched hose, etc.
Loose piston in steering cylinder.
Correct condition and add oil as necessary.
Repair or replace cylinder.
L10-4 Hydraulic Check-out Procedure L10001 4/92
TROUBLESHOOTING CHART (Continued)
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Free Wheeling - Steering Wheel Turns Freely with No Back Pressure or No Action of the Front
Wheels
Lower splines of column may be disengaged or dam-
aged.
No flow to steering control valve can be caused by:
1. Low oil level.
2. Ruptured hose.
3. Broken gerotor drive pin.
Repair or replace steering column.
1. Add oil and check for leakage.
2. Replace hose.
3. Replace drive pin.
TROUBLE: Excessive Free Play at Steered Wheels
Broken or worn linkage between cylinder and steered
wheels.
Leaky cylinder seals.
Check for loose fitting bearings at anchor points in
steering linkage between cylinder and steered wheels.
Remove and replace cylinder seals.
TROUBLE: Binding or Poor Centering of Steered Wheels
Binding or misalignment in steering column or splined
column or splined input connection.
High back pressure in tank can cause slow return to
center. Should not exceed 300 psi (2068 kPa).
Large particles can cause binding between the spool
and sleeve in the steering control valve.
Align column pilot and spline to steering control unit.
Reduce restriction in the lines or circuit by removing
obstruction or pinched lines, etc.
Clean the steering control valve and filter the oil. If
another component has malfunctioned generating
contaminating materials, flush the entire hydraulic sys-
tem.
TROUBLE: Steering Control Valve Locks Up
Large particles in meter section.
Insufficient hydraulic power (units over 15 inch).
Severe wear and/or broken pin.
Clean the steering control valve.
Check hydraulic power supply.
Replace the steering control valve.
TROUBLE: Steering Wheel Oscillates or Turns By Itself
Lines connected to wrong ports.
Parts assembled wrong. Steering control valve improp-
erly timed.
Check line routing and connections.
Reassemble correctly and retime control valve.
TROUBLE: Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel
Lines connected to wrong cylinder ports. Check proper line connections.
L10001 4/92 Hydraulic Check-out Procedure L10-5
HOIST CIRCUIT CHECKOUT &
ADJUSTMENT PROCEDURE
The following equipment will be necessary to properly
check the hydraulic hoist circuit.
a. Hydraulic schematic, refer to Section "R".
b. One 0-500 psi (0-3448 kPa) range calibrated
pressure gauge and hose.
c. One 0-5000 psi (0-35 000 kPa) range calibrated
pressure gauge and hose.
d. One oz / ml graduated container.
NOTE: The following procedures may be easier if the
gauges are connected such that they can be read in
the cab or where the technician can communicate with
person operating the controls.
Auxiliary Valve
Pressure Check
1. Install 0-500 psi (0- 3448 kPa) pressure gauge to
pressure tap on auxiliary valve (Figure 10-3).
2. Start engine and operate at low idle.
3. Check hoist valve pilot pressure in " float, power
down, power up and hold" positions. Pressure
should be 125 psi (862 kPa).
* Record pressure reading on data sheet.
4. To adjust pilot pressure reducing valve, loosen jam
nut on pressure regulator screw and turn adjust-
ing screw clockwise to increase pressure or coun-
terclockwise to decrease pressure. Tighten jam
nut.
5. Shut down engine and turn key switch off, wait 90
seconds for steering accumulator to bleed down.
6. Remove pressure gauge.
Leakage Check
Excessive leakage in the auxiliary manifold can affect
the operation of the hoist circuit, park brake circuit, and
other circuits connected to the manifold.
1. Disconnect piston pump vent hose at auxiliary
manifold port and cap port at valve to prevent
leakage.
NOTE: Before disconnecting any lines from the suc-
tion line, remove center plug on top of hydraulic tank
to prevent siphoning of the hydraulic oil from the
hydraulic tank. Any time the siphon is broken and oil
is drained from the suction line, the hydraulic tank top
cover must be removed and the suction line filled with
clean oil. Also loosen the capscrews at the pump inlet
line to remove trapped air in the line. This prevents
aeration and possible pump damage during start up.
2. Disconnect auxiliary manifold drain line at hoist
pump suction line and place end in a container
suitable for measuring oil volume.
3. Connect the piston pump vent hose to the hoist
pump suction line in place of the auxiliary manifold
drain line.
4. Start engine and operate at low idle.
5. Measure leakage from open auxiliary manifold
drain line. Maximum leakage is 3.2 oz / min (95
ml/min).
* Record leakage on data sheet.
6. Shut down engine and turn key switch off, wait 90
seconds for steering accumulator to bleed down.
7. If leakage is within specifications, go to step 11.
If leakage is excessive, go to step 8.
8. Excessive leakage can be caused by the following:
a. Defective park brake solenoid valve.
b. Defective raise/lower solenoid valve.
c. Defective pressure reducing valve.
d. Defective O-rings.
e. Defective auxiliary valve housing.
9. Remove each component and inspect for dam-
age, imperfections or defective O-rings. Repair or
replace as necessary.
10. Check for excessive leakage again by starting at
step 5.
11. Connect hoses to original locations.
FIGURE 10-3 AUXILIARY MANIFOLD
L10-6 Hydraulic Check-out Procedure L10001 4/92
Checking and Adjusting Hoist System
Pressure Relief Valve
1. Install 0-5000 psi (0-35 000 kPa) pressure gauge
to pressure tap (5, Figure 10-4) on hoist valve.
FIGURE 10-4 HOIST VALVE
1. Capscrew & Washer 4. Hoist Circuit Pressure
2. Capscrew & Washer Relief Valve Adjustment
3. Power Down Pressure 5. Hoist Pressure Test Port
Adjustment
NOTE : If hoist valve assembly or relief valve cartridge
has been replaced or rebuilt, remove relief valve acorn
nut, loosen jam nut and back out adjustment screw.
Before raising body to full up position be sure there is
adequate clearance between body and any overhead
structures or electric power lines.
2. Start engine and allow accumulators to charge.
Raise dump body to full up position. Hold hoist
control valve lever in power "UP" position and
adjust engine speed to 1500 RPM.
NOTE: Do not hold in power up position any longer
than necessary to obtain an accurate reading. Over
heating of hydraulic oil may result.
3. Pressure gauge should indicate 2750 50 psi (18
961 345 kPa).
* Record pressure reading on data sheet.
4. If pressure is within specifications, go to step 7.
If pressure is not within specifications, go to step
5.
5. Remove acorn nut (4) and loosen jam nut. Turn
relief valve adjusting screw clockwise to increase
pressure or counterclockwise to decrease pres-
sure.
NOTE: Turning adjusting screw 1/16 of a turn will
change pressure approximately 100 psi (690 kPa).
6. Hold adjusting screw and tighten jam nut. Check
pressure again. Install acorn nut after correct
pressure is obtained.
7. Lower dump body completely.
8. Shut down engine and turn key switch off, wait 90
seconds for steering accumulator to bleed down.
9. Remove pressure gauge from hoist valve.
Checking and Adjusting "Power Down"
Pressure
After completing hoist relief valve setting, it is neces-
sary to adjust power "Down" pressure. This adjustment
is required to provide proper hoist circuit operation.
1. Install 0-5000 psi (0-35 000 kPa) pressure gauge
to test port (5, Figure 10-4) on hoist valve.
2. Start engine and charge accumulator. Move hoist
control lever to power "Down" position and hold
lever in this position. Increase engine RPM to high
idle.
NOTE: Do not hold in power down position any longer
than necessary to obtain an accurate reading. Over
heating of hydraulic oil may result.
3. Pressure gauge should indicate 1000 50 psi
( 690 345 kPa).
* Record pressure reading on data sheet.
4. Return engine to low idle and release hoist control
valve lever.
5. Shut down engine and turn key switch off, wait 90
seconds for steering accumulator to bleed down.
6. If pressure is within specifications, remove pres-
sure gauge and stop here. If pressure is not within
specifications, go to step 7.
7. Remove acorn nut (3) and loosen jam nut. Turn
adjusting screw in to increase pressure or out to
decrease pressure. Tighten jam nut.
8. Repeat steps 2 thru 6 until correct pressure is
obtained. Install acorn nut (3).
L10001 4/92 Hydraulic Check-out Procedure L10-7
TROUBLESHOOTING CHART FOR HOIST CIRCUIT
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Not Delivering Oil
Low oil level.
Siphon plugs on hydraulic tank leaking or missing.
Tank vent breathers restricted.
Pump not priming. Air leak in suction line.
PTO drive inoperable.
Pump shaft broken.
Vane(s) stuck in the rotor slot(s).
Driven in the wrong direction of rotation.
Fill to proper level.
Tighten or install plugs.
Replace filters.
Tighten clamp connections.
Check minimum engine low idle speed.
Adjust idle speed, if necessary.
Inspect PTO drive assembly. Refer to Section F.
Remove pump and inspect.
Check pump for free rotation.
Disassemble the pump. Check for dirt or metal chips.
Clean the parts thoroughly and replace any damaged
pieces. If necessary, flush the system and refill it with
clean hydraulic oil. Repair as required.
Pump cartridge installed incorrectly. Disassemble
pump and check cartridge for proper installation ac-
cording to drive shaft rotation.
TROUBLE: Slow Hydraulic Functions
Low oil level.
Cold oil.
Air leak in suction line. (Foamy oil in tank.)
Incorrect oil viscosity.
Slow engine speed.
Low pilot oil pressure.
Fill to proper level.
Warm oil to normal operating temperature.
Tighten clamp connections. Check pump shaft seal for
air leak. Replace seal if necessary.
Completely drain hydraulic system. Refill with filtered
oil of proper viscosity.
Increase engine speed. Check high Idle speed, adjust
if necessary.
Check or adjust pilot pressure. (See auxiliary valve
adjustment).
L10-8 Hydraulic Check-out Procedure L10001 4/92
TROUBLESHOOTING CHART (Continued)
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Slow Hydraulic Functions (Continued)
Check valves in pilot lines and/or hoist-up/return lines
sticking or not installed with correct direction of free
flow.
Hoist valve spool binding.
Defective hoist relief valve.
Excess leakage past cylinder seals.
Low pump output.
Remove check valves and clean. Be certain valves are
installed with correct direction of free flow.
Inspect spool for free movement.
Refer to Checking and Adjusting Hoist System Pres-
sure Relief Valve, this section.
Remove and inspect relief valve. Repair or replace.
Repair cylinder.
Refer to Checking and Adjusting Hoist System Pres-
sure Relief Valve, this section. If pressure does not
reach 2,750 PSI and oil is not being bypassed at the
relief valve, remove and repair pump.
TROUBLE: Low Lifting Capacity Of Hoist Circuit
Low oil level.
Excessive load .
Low pilot oil pressure.
Defective hoist relief valve.
Low pump output.
Excessive leakage around hoist spool valve.
Hoist-up/return check valve stuck, orifice restricted or
installed backwards.
Pilot line check valves stuck, orifice restricted or in-
stalled backwards.
Fill to proper level.
Remove excessive load.
Refer to Hoist Circuit Checkout And Adjustment Pro-
cedure.
Refer to Checking and Adjusting Hoist System Pres-
sure Relief Valve, this section. Remove and inspect
relief valve. Repair or replace.
Refer to Checking and Adjusting Hoist System Pres-
sure Relief Valve, this section. If pressure does not
reach 2,500 PSI and oil is not being bypassed at the
relief valve, remove and repair pump.
Inspect hoist valve. Repair or replace.
Remove check valve and clean. Inspect for 0.375 in.
(9.53 mm) orifice. Replace if necessary. Install check
valve with correct direction of free oil flow.
Remove check valves and clean. Inspect for 0.040 in.
(1.016 mm) orifice. Replace if necessary. Install check
valves with correct direction of free oil flow.
L10001 4/92 Hydraulic Check-out Procedure L10-9
TROUBLESHOOTING CHART (Continued)
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Making Noise
Low oil level.
Wrong viscosity oil.
Suction line restricted.
Suction line air leak.
Pump drive speed too slow or too fast.
Broken vanes or vane ring.
Fill to proper level.
Fill with proper oil.
Check all strainers and filters for dirt and sludge. Clean
if necessary.
Inspect inlet hose and fittings.
Check and adjust engine RPM.
Remove and rebuild/replace pump.
TROUBLE: Hot Oil
Low oil level.
High pressure leak in steering circuit.
Partial restriction in hoist valve.
Restricted heat exchanger.
Improper gear range during retarding.
Worn pump.
Hoist-up/return check valve orifice restricted.
Pilot line check valves installed incorrectly for free flow
or orifice restricted preventing free flow of hydraulic oil
back to tank
Fill to proper level.
Refer to Steering Circuit Test Procedure.
Check pilot pressure.
Defective relief valve or O-rings in relief valve.
Remove and clean.
Select proper gear range.
Remove pump and repair.
Remove check valve and clean. Inspect for 0.375 in.
(9.53 mm) orifice. Replace if necessary.
Remove check valves and clean. Inspect for 0.040 in.
(1.016 mm) orifice. Replace if necessary. Install check
valves with correct direction of free oil flow.
L10-10 Hydraulic Check-out Procedure L10001 4/92
HAULPAK

CHECK-OUT PROCEDURE
STEERING SYSTEM DATA SHEET
MACHINE MODEL UNIT NUMBER SERIAL NUMBER

STEERING SYSTEM
Operate Hydraulic Steering System to obtain proper operating temperature. Refer to
Check-out Procedures.
STEP 3 Steering Accumulator charged to 1050 psi (7240 kPa).
STEP 7 Steering Pressure At Piston Pump.
STEP 10 Steering Pressure At Brake Manifold.
STEP 17 Steering Valve Leakage.
STEP 17 Steering Valve Leakage (Second Test If Needed).
STEP 27 Steering Cylinder Leakage (Left Cylinder).
STEP 28 Steering Cylinder Leakage (Right Cylinder).
Name of Technician or Inspector Performing Check-Out
DATE
L10001 4/92 Hydraulic Check-out Procedure L10-11
HAULPAK

CHECK-OUT PROCEDURE
HOIST SYSTEM DATA SHEET
MACHINE MODEL UNIT NUMBER SERIAL NUMBER

HOIST SYSTEM
Operate Hydraulic Steering System to obtain proper operating temperature. Refer to
Check-out Procedures.
Auxiliary Valve
STEP 3 Auxiliary Valve Pilot Pressure.
STEP 5 Auxiliary Valve Leakage.
Hoist Valve
STEP 3 High Pressure Relief Valve.
Power Down Pressure.
STEP 3 Power Down Pressure.
Name of Technician or Inspector Performing Check-Out
DATE
L10-12 Hydraulic Check-out Procedure L10001 4/92
HYDRAULIC SYSTEM FLUSHING PROCEDURE
The following instructions outline the procedure for
flushing the hydraulic system.
1. Shut down engine and turn key switch "Off". Allow
at least 90 seconds for the steering accumulator
to bleed down. Open the brake accumulator bleed
down valves on the low brake pressure detection
manifold. This will return all contaminants in the
brake accumulators to the hydraulic tank.
2. Thoroughly clean the exterior of the tank. Drain the
hydraulic tank and remove top cover. Flush the
interior of hydraulic tank with a cleaning solvent.
Inspect all hydraulic hoses for deterioration or
damage.
NOTE: If a system component fails, all flexible hoses
should be removed and back flushed with a cleaning
solvent. Inspect for small particles which may be
trapped inside the hose.
3. Change high pressure filter elements.
4. Clean or replace the inline hydraulic screens at the
inlet to the brake/steering pump and steering
valve.
NOTE: The final filter in the filling apparatus must be 3
micron.
NOTE: Refer to the lubrication chart in Section "P",
Lubrication And Service, for proper oil selection.
5. Fill the hydraulic tank with clean filtered hydraulic
oil.
6. Fill the center tube in the hydraulic tank with oil to
prevent aeration of hydraulic oil during start up.
Replace top cover.
7. Set all controls in the "Neutral" position. Do not
steer the truck or operate controls until the next
step is completed.
8. Start the engine and run at 1000 RPM for four
minutes. This will circulate oil with all valves in the
neutral position.
9. To increase flow and turbulence in the system,
increase engine speed to full throttle and maintain
for four minutes. This will carry contaminates to
the hydraulic tank.
10. Shut down engine and turn key switch "Off". Allow
at least 90 seconds for the accumulator to bleed
down. Open the brake accumulator bleed down
valves on the low brake pressure detection mani-
fold. This will return all contaminants in the brake
accumulators to the hydraulic tank.
11. Close brake accumulator bleedown valves.
NOTE: Hydraulic tank oil temperature should be 110
o
-
130
o
F (43
o
-54
o
C) after accomplishing Step 12. If not,
repeat Step 10 to increase oil temperature to the
proper operating range.
12. Start engine and run at 1000 RPM while performing
the following:
a. Steer truck full left then full right - repeat four
times.
b. Steer full left (keeping pressure against the
steering wheel) and hold for 10 seconds.
c. Steer full right (keeping pressure against the
steering wheel) and hold for 10 seconds.
13. Increase engine speed to full throttle and steer full
left and full right.
14. Return all controls to "Neutral".
15. Reduce engine speed to 1000 RPM and perform
the following:
a. Extend hoist cylinders fully and "FLOAT" down
- repeat four times.
NOTE: As second stage starts out of hoist cylinder in
the Power Up mode, slowly decrease engine speed to
prevent sudden bottoming of the second stage.
b. Extend hoist cylinders and hold at full extension
for 10 seconds. Hoist control lever must be held
in the "Up" position.
c. Lower hoist cylinders and hold lever in "Down"
position for 10 seconds after cylinders are fully
retracted.
L10001 4/92 Hydraulic Check-out Procedure L10-13
16. Increase engine speed to full throttle and perform
the following:
a. Hoist up to full extension (see NOTE above),
then allow cylinders to float down.
b. Return hoist control to "Neutral".
17. Shut down engine and turn key switch "Off". Allow
at least 90 seconds for the accumulator to bleed
down.
18. Remove hydraulic filters, clean housings and in-
stall new filters.
19. With hydraulic system charged, inspect all con-
nections and fittings for leaks. Tighten or repair
any leaking connections.
L10-14 Hydraulic Check-out Procedure L10001 4/92
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
LINCOLN AUTOMATIC LUBRICATION SYSTEM (M03001) . . . . . . . . . . . . . . . . . M3-1
QUICK FUEL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5
WIGGINS QUICK FUEL SYSTEM (M05002) . . . . . . . . . . . . . . . . . . . . . . M5-1
BUCKEYE QUICK FUEL SYSTEM (M05003) . . . . . . . . . . . . . . . . . . . . . . M5-1
KIM HOTSTART SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
AIR CONDITIONING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1
PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-2
AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . M9-3
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-5
SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-6
Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-9
System Stabilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-10
Adding R-12 (Prior to performance test) . . . . . . . . . . . . . . . . . . . . . . M9-11
System Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-12
Discharging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-13
Flushing Air Conditioner Components . . . . . . . . . . . . . . . . . . . . . . . M9-14
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-15
Hoses, Fittings, and Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-15
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-15
Receiver Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-15
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-15
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-16
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-16
CHECKING COMPRESSOR OIL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . M9-16
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-19
CHARGING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-20
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-22
Preparing For Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-22
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-23
AUTOMATIC POSITIVE LOCKING DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . M12-1
RADIATOR SHUTTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-1
M01009 7/91 Index M1-1
NOTES
M1-2 Index M01009 7/91
LINCOLN AUTOMATIC LUBRICATION SYSTEM
Operation
The automatic lubrication system (Figure 3-1) is con-
trolled by an electric timer and an electrically operated
solenoid valve. During truck operation, the timer peri-
odically operates a switch which energizes the sole-
noid air valve. As the solenoid air valve opens,
regulated air enters the pump air motor, and the pump
begins to operate, delivering lubricant through the
supply lines to each injector. At the same time, as
regulated air is applied to the air motor, regulated air is
applied to the vent valve which keeps the vent valve
closed until the 3-way solenoid air valve is denergized.
After the injectors have cycled, lubricant pressure rises
quickly to 2500 psi (17.5 MPa), and the pump stalls
against this pressure. The pump will remain stalled for
a few seconds until the timer switch contact is broken
and the solenoid air valve is de-energized, shutting off
the air supply. Trapped air exhausts, the vent valve
opens, and lubricant pressure in the supply line is
vented back to the reservoir. The injectors reload and
the system is reset and ready for the next lube cycle.
Figure 3-1 shows input air supply to the pump going
through the solenoid air valve, then through an air
regulator to the air powered pump. A branch line of
regulated air is routed directly to the vent valve.
Components
The system is comprised of seven basic elements plus
the necessary hoses and lube lines:
1. Air Pressure
2. Air Regulator and Gauge
3. 24 VDC Solid State Timer
4. 3-way Solenoid Air Valve
5. Lube Injectors
6. Grease Reservoir
7. Air Pump Motor
Description of Components
1. Air Powered Reciprocating Pump
a. 50:1 Pressure Ratio.
b. Reservoir Grease Capacity of 60 lbs. (27.2 kg).
2. Air Regulator and Gauge
a. Normal Operation - regulator output should be
set at 60-65 psi (414-448 kPa).
b. Extreme Winter Conditions - regulator output
may be reset to 90 psi (621 kPa).
3. 24 VDC Solid State Timer:
Operating Temperature Range -20F to 131F
(-29C to 55C). The timer is mounted in the cab
to help insure temperature stability.
FIGURE 3-1. TYPICAL AUTOMATIC LUBRICATION SYSTEM
1. Air Supply 5. Vent Valve 9. To Next Injector Grp. 13. Pipe Plug
2. D.C. Timer 6. Unloader 10. Injectors 14. Pipe Plug or
3. Solenoid Air Valve 7. Pump 11. Lubricant Reservoir Grease Coupler
4. Air Regulator & Guage 8. To Lube Point 12. Lubricant Supply Line
M03001 12/98 Lincoln Automatic Lube System M3-1
4. Solenoid Air Valve - Three-way
a. Routes system air to the appropriate locations
in the lube system.
b. Power requirement for solenoid air valve and
timer is 15 watts.
5. Injectors (SL-1)
a. Each lube injector services only one grease
point.
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 in
3
(1.31 cc).
Minimum output = 0.008 in
3
(0.13 cc).
d. In case of air pump malfunction, each injector
is equipped with a covered grease fitting to
allow the use of external lubricating equipment.
GENERAL INSTRUCTIONS
Lubricant Required for System
Refer to Lubrication Chart, Lube Key E, for correct
lubricant specification and for specific lube points for
a specific truck model.
1. Above 90F (32C) - Use NLGI No.2 multipurpose
grease (MPG).
2. -25 to 90F (-32 to 32C) - Use NGLI No. 1 MPG.
3. Below -25F (-32C) - Refer to local supplier for
extreme cold weather lubricant requirements.
Initial Reservoir Fill
1. Remove 0.50 in. (1.27 cm) pipe plug (13, Figure
3-1) from upper portion of lubricant reservoir. This
will prevent damage to reservoir by allowing air to
escape as reservoir is being filled.
NOTE: The 830E is factory equipped with a fill line
attached to a plate, mounted on the right side of the
front bumper and connected to grease coupler (14) on
lower portion of reservoir.
2. Clean grease coupler (14) on lower portion of
reservoir.
3. Attach supply hose from external fill source to
coupler (14).
4. Fill reservoir with approximately 60 lbs. (27.24 kg)
of grease. When reservoir is filled, grease will
appear at upper pipe plug hole (13).
5. Remove supply hose from grease coupler (14).
Remove excess grease from coupler. Install pipe
plug (13) and tighten to standard torque.
System Priming
The system must be full of grease and free of air
pockets to function properly. After maintenance, if the
primary or secondary lubrication lines were replaced,
it will be necessary to reprime the system to eject all
entrapped air. To run the air pump when priming the
lube system, connect a jumper wire between the igni-
tion and solenoid posts on the solid state timer.
FIGURE 3-2. REAR LUBE INJECTOR INSTALLATION (TYPICAL)
1. Suspension, Lower LH 5. Body Pivot, L.H. 9. Suspension, Lower RH 13. Anti-Sway Bar, L.H.
2. Hoist Cyl., Top, L.H. 6. Body Pivot, R.H. 10. Hoist Cyl., Top, R.H. 14. Anti-Sway Bar, R.H.
3. Hoist Cyl., Lower, L.H. 7. Suspension, Top, R.H. 11. Hoist Cyl., Lower, R.H.
4. Suspension, Top, L.H. 8. Grease Supply Line 12. Axle Pivot Pin
M3-2 Lincoln Automatic Lube System M03001 12/98
1. Fill lube reservoir with lubricant, if necessary.
2. Remove plugs from all injector manifold dead ends
and supply lines.
3. Turn air pump vent plug counterclockwise one full
turn. To expel trapped air between air pump and
supply line connection, run air motor until grease
flows freely from the vent plug. Close vent plug
clockwise.
4. Continue to run air pump until grease flows from
any one plug opening in the system. Replace plug
in this opening.
5. Repeat step 4 until all lines are full and all plugs
replaced.
NOTE: Fill each feed line with grease before connect-
ing lines to the injector outlets and bearings. This will
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.
System Checkout
To check system operation (not including timer), pro-
ceed as follows:
1. Lift the passenger seat and connect a jumper wire
between SOL terminal and LUBE SW terminal
on the 24 VDC solid state lube timer.
Turn keyswitch "ON". Pump should operate.
NOTE: If terminal post identification on the solid state
timer is not legible, refer to Figure 3-5 for terminal
positions.
2. Keep jumper wire connected until the pump stalls.
3. Disconnect jumper wire. System should vent.
Turn keyswitch "OFF".
24 VDC Solid State Timer Check
To check the solid state timer operation without waiting
for the normal timer setting, proceed as follows:
1. Remove timer dust cover.
NOTE: The timer incorporates a liquid and dust
tight cover which must be in place and secured
at all times during truck operation.
2. Adjust timer to 5 minute interval setting.
3. The timer should cycle in five minutes if the truck
is operating.
NOTE: If the timer check is being made on a cold start,
the first cycle will be approximately double the nominal
setting. All subsequent cycles should be within the
selected time tolerance.
4. Voltage checks at the timer should be accom-
plished if the above checks do not identify the
problem.
a. Insure timer ground connection is clean and
tight.
b. Using a Volt-Ohm meter, read the voltage be-
tween positive and negative posts on the solid
state timer with the truck keyswitch "ON".
Normal reading should be 18-26 VDC, depend-
ing upon whether or not the engine is running.
24 VDC Solid State Timer Adjustment
The timer is factory set for a nominal 2.5 minute (off
time) interval. Dwell time is approximately 1 minute, 15
seconds. A longer interval (off time) is obtained by
turning the Selector knob (3, Figure 3-3) to the desired
position .
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.
FIGURE 3-3. TIMER (TOP COVER REMOVED)
1. Timer 3. Timer Selector
2. Red LED (Light Emitting Diode)
indicates pump solenoid is "ON".
M03001 12/98 Lincoln Automatic Lube System M3-3
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 in
3
(1.31 cc).
Minimum output = 0.008 in
3
(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)
Injector Adjustment
The injectors may be adjusted to supply from 0.008 in
3
to 0.08 in
3
(0.13 cc to 1.31 cc) of lubricant per injection
cycle. The injector piston travel distance determines
the amount of lubricant supplied. This travel is in turn
controlled by an adjusting screw in the top of the
injector housing.
Turn the adjusting screw (1, Figure 3-4) counterclock-
wise to increase lubricant amount delivered and clock-
wise to decrease the lubricant amount.
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 3-4. TYPE SL-1 INJECTOR (SINGLE)
1. Adjusting Screw 11. Spring Seat
2. Locknut 12. Plunger
3. Piston Stop Plug 13. Viton Packing
4. Gasket 14. Inlet Disc
5. Washer 15. Viton Packing
6. Viton O-Ring 16. Washer
7. Injector Body Assy. 17. Gasket
8. Piston Assembly 18. Adapter Bolt
9. Fitting Assembly 19. Adapter
10. Plunger Spring 20. Viton Packing
NOTE: The Piston Assembly (8) has a visible indicator
pin at the top of the assembly to verify the injector
operation.
FIGURE 3-4A. INJECTOR (MANIFOLD TYPE)
M3-4 Lincoln Automatic Lube System M03001 12/98
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.
M03001 12/98 Lincoln Automatic Lube System M3-5
TROUBLESHOOTING CHART
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Does Not Operate.
Low air pressure.
Lube system not grounded.
Electrical power loss.
Timer malfunction.
Solenoid valve malfunctioning.
Pump malfunction.
Adjust air pressure to 60 -- 65 psi (414 -- 448 kPa), if
necessary [90 psi (621 kPa) during cold weather].
Correct grounding connections to pump assembly and
truck chassis.
Locate cause of power loss and repair. 24 VDC power
required; be sure keyswitch is "ON".
Replace timer assembly
Replace the solenoid valve assembly
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.
Air trapped in pump.
Check lubricant level in reservoir and service reservoir
with specified grease until grease weeps from vent
plug.
Clean reservoir completely, remove and clean pump
assembly thoroughly.
Open vent plug counterclockwise with pump running.
When grease flows freely from vent, close vent plug
clockwise.
NOTE: System air applied to the lube system air pump is also applied to the vent valve. When the pump is operating,
air pressure keeps the vent valve closed and grease is directed from the pump outlet and to the injectors. When air
supply to the air motor is interrupted, the vent valve opens and supply pressure vents back to the reservoir.
Safety unloader valve faulty. Replace safety unloader valve.
NOTE: The safety unloader valve prevents buildup of excessively high pressure in the lube system which could
damage components. This valve is factory preset to open between 3750 - 4250 psi (25.9 - 29.3 MPa). The valve is not
serviceable, nor is it adjustable.
Outlet check valve clogged. Remove check valve from pump outlet, clean thor-
oughly or replace.
M3-6 Lincoln Automatic Lube System M03001 12/98
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: Pump Will Not Build Pressure
Pump not primed.
Air trapped in lubricant supply line.
Lubricant supply line leaking.
Vent valve leaking.
Pump cylinder scored, by-passing air.
See items in Pump Will Not Prime.
Prime system to remove trapped air.
Check lines and connections to repair leakage.
Clean or replace vent valve.
Repair or replace pump cylinder or pump assembly.
TROUBLE: Injector Indicator Stem Does Not Operate
NOTE: Normally, during operation, the injector indicator stem (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 air
pump building pressure and then venting.
All injectors inoperative - pump build up not sufficient
to cycle injectors.
Replace individual injector assembly.
Service and/or replace pump assembly.
FIGURE 3-5. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE
1. Solenoid Air Valve 5. Fuse Holder 9. Solenoid 13. Battery
2. Main Air Supply 6. Keyswitch 10. Relay 14. Keyswitch
3. To Air Pump Motor 7. To Battery (+ ) 11. Timer (solid State) 15. 7.5 Amp Fuse
4. Timer * 8. To Ground (-) 12. Timer (Housing)
* Keyswitch (6) must be closed ("ON") to energize Timer (4).
M03001 12/98 Lincoln Automatic Lube System M3-7
NOTES
M3-8 Lincoln Automatic Lube System M03001 12/98
WIGGINS QUICK FILL FUEL SYSTEM
FUEL RECEIVER
The fuel receiver (3, Figure 5-1) is normally mounted
on the fuel tank (1). Optional locations are the left hand
frame rail (Figure 5-3) or at the Service Center in front.
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 5-1. FUEL TANK BREATHER & RECEIVER INSTALLATION
1. Fuel Tank
2. Breather Valve
3. Fuel Receiver
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
2. Float Balls
3. Cover and Screen
4. Spring Clamp
5. Nut
6. Cover
7. Spring
8. Steel Ball
9. Valve Assembly
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
BUCKEYE QUICK FUEL SYSTEM
FUEL TANK BREATHER VALVE
Maintenance
Normal maintenance involves cleaning or replacement
of the breather valve filter during 1000 hour servicing.
Operation in extremely dusty conditions may require
more frequent cleaning or replacement intervals.
Filter Service
1. Remove three capscrews (7, Figure 5-1) on vent
housing.
2. Remove housing (1) and filter (3).
3. Clean the filter in solvent and blow dry with com-
pressed air.
4. Inspect filter for damage and replace if necessary.
5. Install filter on seat (6).
6. Inspect the housing O-ring seal (8) and replace if
necessary.
7. Install the housing and secure in place with cap-
screws (7).
Disassembly
1. Remove breather valve assembly from the fuel
tank. (Refer to Figure 5-2.)
2. Loosen three capscrews (7, Figure 5-1) and re-
move vent housing (1).
3. Remove filter (3).
4. Compress the spring (12, Figure 5-1) and remove
the cotter pin (17).
5. Remove the retaining washer (16), spring and balls
(13, 14, and 15).
Inspection
1. Inspect filter and clean or replace as required.
2. Clean all parts thoroughly and inspect for damage.
Assembly
1. Assemble using new O-ring seals.
2. Install filter (3) and housing (1).
3. Insert balls in order as shown in Figure 5-1.
a. Install aluminum ball.
b. Install plastic ball.
c. Install steel ball.
4. Insert spring (12) and retaining washer (16). Com-
press spring to insert cotter pin (17).
5. Install assembly in fuel tank.
91492
FIGURE 5-1. FUEL TANK BREATHER VALVE
1. Vent Housing
2. Inner Tube
3. Filter
4. Cotter Pin
5. O-ring
6. Seat
7. Capscrew
8. O-ring
9. Vent Base
10. Nipple
11. Outer Tube
12. Spring
13. Aluminum Ball
14. Plastic Ball
15. Steel Ball
16. Retaining Washer
17. Cotter Pin
M05003 5/90 Buckeye Quick Fill Fuel System M5-1
FUEL RECEIVER
The fuel receiver (3, Figure 5-2) is mounted on the fuel
tank (2). Keep the cap on the receiver to prevent dirt
build-up during truck operation. If fuel spills from
breather valve or tank does not fill completely, check
breather to see that the balls are in place and the filter
is clean.
91493
FIGURE 5-2. FUEL TANK BREATHER AND
RECEIVER INSTALLATION
1. Breather Valve
2. Fuel Tank
3. Fuel Receiver
4. Fuel Level Gauge
NOTE:
This Illustration Represents a Typical Installation.
Fuel tank may vary in size, shape and location
depending on truck model.
M5-2 Buckeye Quick Fill Fuel System M05003 5/90
ENGINE COOLANT AND OIL HEATERS
ENGINE COOLANT HEATER
To aid in cold weather starting, the truck can be
equipped with a cooling system heater. One high ca-
pacity coolant heating unit is mounted on the right side
of the engine block. The system includes:
Heaters
Thermostat
Hoses
220 volt Receptacle
Power Cables, Thermostat Wiring, and Junc-
tion Box
Heater operation is controlled by a thermostat
mounted on the intake end of the heating unit. The
thermostat turns the heater On at 120F (48C) and
Off at 140F (60C).
Do not operate engine while the cooling system
heater is operating as it will cause a lack of circu-
lation in the heater and burn out the heating ele-
ments.
Maintenance
To check for operation of the heating unit, the outlet
water hose should feel warm to the touch.
1. Check all electrical connections to insure proper
connections are made.
2. Check for a burned out heating element (4, Figure
7-1)(Do not remove heating unit from the truck).
a. Remove the two Phillips head screws and slide
end cover (5) out of the way.
b. Connect a voltmeter at the two electrical termi-
nals (6) and check for operating voltage (220 to
230 volts) while coolant temperature is below
120F (48C). If correct voltage is present, the
heating element is defective and should be
replaced.
3. If correct voltage (measured above) is not read at
heating element terminals, the thermostat is de-
fective and should be replaced.
HEATING ELEMENT
Removal
1. Disconnect the external power source at the plug-
in receptacle.
2. Open petcock valve on lower radiator coolant tube
and drain coolant. Cooling system holds approxi-
mately 48 gallons (182 L.) of coolant.
3. Remove heating element.
a. Remove the two Phillips head screws from
cover (5) at power cable entry. Slide cover out
of the way.
b. Disconnect the two electrical leads (6) and
remove heating element (4) from the cartridge.
Installation
1. Install new heating element.
91464
FIGURE 7-1. COOLANT HEATER
1. Thermostat
2. Heater Assembly
3. Water Outlet Port
4. Heating Element
5. Cover
6. Terminals
M07006 9/90 Engine Coolant Heater M7-1
a. Cover the new heating element threads with an
anti-seize thread compound.
b. Screw heating element into cartridge and
tighten securely to insure against leaks.
2. Connect the electrical leads.
3. Slide element cover into position and secure with
screws.
4. Close drain petcock and refill system with coolant.
Refer to section "P", Lubrication And Service for
proper coolant and mixtures.
5. Start engine, allow coolant to circulate 10-15 min-
utes to eliminate trapped air in cooling system.
Shut down engine.
6. Check for leaks and proper coolant level.
7. Plug in the external power source. After allowing
time for the element to warm up, outlet hose
should feel warm to the touch.
THERMOSTAT
Removal
1. Disconnect the external power source at the plug
in receptacle.
NOTE: It is not necessary to remove the thermostat
assembly from the heater.
2. Remove the two screws and slide cover (1,Figure
7-2) out of the way.
3. Disconnect the two electrical leads.
4. Loosen the two setscrews (4) and remove the
temperature sensing unit (2).
Installation
1. Install a new temperature sensing unit and secure
in place with two setscrews (4).
2. Connect the electrical leads.
3. Move cover (1) into position and secure in place
with screws.
4. Plug in the external power source.
After allowing time for the element to warm up, outlet
hose should feel warm to the touch.
91465
FIGURE 7-2. THERMOSTAT ASSEMBLY
1. Cover
2. Temperature Sensing
Unit
3. Housing
4. Setscrew
M7-2 Engine Coolant Heater M07006 9/90
TRANSMISSION AND ENGINE OIL
HEATERS
One 230 volt, 600 watt engine oil heater is located in
the engine and transmission oil pans. Operation of the
oil heaters is controlled by the coolant system heater
thermostat.
Troubleshooting
Operation of the heaters can be checked by touching
each mounting boss (3, Figure 7-3) on the oil pan after
allowing time for the heaters to warm up:
1. If the boss (3, Figure 7-3) feels warm to the touch,
the heater is functioning.
2. If no heat is detected, verify proper operating
voltage (220 to 230 volts) at the heating element
leads.
3. If voltage is not present, check the thermostat
circuit at the engine coolant heater. (Refer to
Engine Coolant Heater.) Also check circuits be-
tween heaters and the plug-in receptacle.
4. If no heat is detected, but voltage is correct, the
heating element must be replaced.
HEATING ELEMENT
Removal
1. Disconnect the external power source at the plug-
in receptacle.
NOTE: Heater element replacement can be accom-
plished without draining the crankcase or transmis-
sion oil by disassembling all parts from the element
cover. Figures 7-4 and 7-5 show the complete heater
assembly removed from the pan.
2. Remove cap (7, Figure 7-4), remove connectors
(9) and disconnect wires (8).
3. Remove cord grip cap (2) and remove power cord
from the housing.
4. Remove the heater housing (5) from the element
cover (6).
5. Loosen the setscrew (3, Figure 7-5) and remove
the heater element (2) from the cover (1).
81265
FIGURE 7-3. ENGINE OIL HEATER
1. Heater Assembly
2. Power Cord
3. Oil Pan Mounting
Boss
81266
FIGURE 7-4. HEATER ASSEMBLY
1. Power Cord
2. Cord Grip Cap
3. Washer
4. Rubber Bushing
5. Housing
6. Element Cover
7. Housing Cap
8. Electrical Leads
9. Wire Connectors
M07006 9/90 Engine Coolant Heater M7-3
Installation
1. Install a new heater element and secure in place
with the setscrew (3, Figure 7-5).
2. Coat the threads of the element cover (6, Figure
7-4) with an anti-seize compound and install into
housing (5).
3. Insert the power cord (1), cord grip bushing (4),
washer (3) and cap (2) into the housing.
4. Twist the wires together and place a screw-on
connecter on each pair.
5. Adjust the power cord and tighten the cord grip
cover.
6. Replace the housing cap.
7. If any oil was drained, refill with proper oil. Refer to
section "P", Lubrication And Service for proper oil.
FIGURE 7-5. HEATING ELEMENT REMOVAL
1. Element Cover
2. Heating Element
3. Element Retaining
Setscrew
81268
1. Junction Box
2. Terminal Strip
FIGURE 7-6 WIRING DIAGRAM
M7-4 Engine Coolant Heater M07006 9/90
SPECIAL TOOLS
SECTION C
Special tools have been referenced throughout this
manual. The tools shown here will be listed under the
section where they were used. Dimensioned tools
maybe manufactured locally and non-dimensioned
tools may be purchased under the indicated part num-
ber.
Unless noted for a specific application, these tools may
be used for both the 140M and 210M HAULPAK

Trucks.
FIGURE 8-1. CUMMINS ENGINE LIFTING TOOL
M08003 9/90 Special Tools M8-1
SECTION G
FIGURE 8-2.
M8-2 Special Tools M08003 9/90
SECTION G
FIGURE 8-3.
M08003 9/90 Special Tools M8-3
SECTION G
FIGURE 8-4.
M8-4 Special Tools M08003 9/90
SECTION G
FIGURE 8-5.
M08003 9/90 Special Tools M8-5
SECTION G
FIGURE 8-6.
M8-6 Special Tools M08003 9/90
FIGURE 8-7.
( USED WITH TORQUING BASE SS 1122)
SECTION G
M08003 9/90 Special Tools M8-7
SECTION G
FIGURE 8-8.
M8-8 Special Tools M08003 9/90
SECTION G
FIGURE 8-9.
( USED WITH TORQUING BASE SS 1121)
M08003 9/90 Special Tools M8-9
SECTION G
FIGURE 8-10.
M8-10 Special Tools M08003 9/90
SECTION G
FIGURE 8-11. SS1128 DIFFERENTIAL LIFTING BRACKET
FIGURE 8-12.
M08003 9/90 Special Tools M8-11
SECTION G
FIGURE 8-13.
FIGURE 8-14.
FIGURE 8-15.
FIGURE 8-16.
M8-12 Special Tools M08003 9/90
SECTION H
SECTION J
SECTION J
SECTION J
BRAKE HUB RETAINING BRACKET
(140M and 210M)
FIGURE 8-17. VD4665 NITROGEN CHARGING KIT
FIGURE 8-18.
FIGURE 8-19.
FIGURE 8-20. EB1722 WEAR INDICATOR
FOR OIL DISC BRAKES
M08003 9/90 Special Tools M8-13
SECTION J
FIGURE 8-21.
M8-14 Special Tools M08003 9/90
SECTION L
PRESSURE SWITCH TESTER
KENT-MOORE PART NUMBER J-33884-4
Tester may be purchased from:
Kent-Moore Heavy Duty Div.
Sealed Power Corp.
29784 Little Mack
Roseville, MI 48066-9984
Telephone No. (313) 774-9500
Telex: 23-5377
Telex outside North America: 023-5377
FIGURE 8-22.
FIGURE 8-23.
M08003 9/90 Special Tools M8-15
SECTION L
FIGURE 8-24.
M8-16 Special Tools M08003 9/90
SECTION L
FIGURE 8-25.
FIGURE 8-26.
FIGURE 8-27.
FIGURE 8-28.
M08003 9/90 Special Tools M8-17
NOTES
M8-18 Special Tools M08003 9/90
AIR CONDITIONING SYSTEM
Environmental Impact
Environmental studies have indicated a weakening of
the earths protective Ozone (O3) layer in the outer
stratosphere. Chloro-flouro-carbon compounds
(CFCs), 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 dis-
tribution of R-12 refrigerant be discontinued after 1995.
In addition, the practice of releasing refrigerant to the
atmosphere during the charging/recharging proce-
dure is now prohibited.
FIGURE 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL)
1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit breaker
5. Blower
6. Temperature Sensor
7. Evaporator
8. Expansion Valve
9. Suction Line
10. Test gauges & Manifold
11. Compressor
12. Refrigerant Container
13. Magnetic Clutch
14. Compressor Drive Pulley
15. Receiver/Drier
16. Discharge Line
17. Condenser
M09003 11/95 Air Conditioning System M9-1
for R-12 Refrigerant
These new restrictions require the use of new equip-
ment and new procedures which are significantly dif-
ferent from those traditionally used in air conditioning
service techniques. The use of new equipment and
techniques permits the complete recovery of refriger-
ant, which will not only help to protect the environment,
but through the re-cycling of the refrigerant, will pre-
serve the physical supply as well as help to reduce the
cost of the refrigerant.
OPERATOR CAB AIR CONDITIONING
Mining and construction vehicles have unique charac-
teristics of vibration, shock-loading, operator changes,
and climate conditions that present different design
and installation problems for Air Conditioning systems.
Off-highway equipment, in general, is unique enough
that normal automotive or highway truck engineering
is not sufficient to provide the reliability to endure the
various work cycles encountered.
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of tempera-
ture, humidity, cleanliness, and circulation of air. In the
broad sense, a heating unit is as much an air condi-
tioner as is a cooling unit. The term Air Conditioner
is commonly used to identify an air cooling unit. To be
consistent with common usage, the term Air Condi-
tioner will refer to the cooling unit utilizing the princi-
ples of refrigeration; sometimes referred to as the
evaporator unit.
The cab tightness, insulation, and isolation from heat
sources is very important to the efficiency of the sys-
tem. It is advisable to close all vents, even the intakes
of pressurization systems, when there are high humid-
ity conditions.
The general cleanliness of the system and components
is important. Dust or dirt collected in the condenser,
evaporator, or air filters decreases the systems cooling
capacity.
The refrigerant pump (compressor), condenser,
evaporator units, hoses and fittings must be installed
clean and tight and be capable of withstanding the
strain and abuse they are subjected to from off-high-
way vehicles.
Equipment downtime costs are high enough to encour-
age service areas to perform preventive maintenance
at regular intervals on vehicle air-conditioning systems.
(Cleaning, checking belt tightness, and operation of
electrical components).
PRINCIPLES OF REFRIGERATION
A review of the principles of air conditioning will relate
the function of the components, the technique of
trouble shooting and the corrective action necessary
to keep the A/C unit into top operating efficiency.
Too frequently, the operator and the serviceman over-
look the primary fact that no A/C system will function
properly unless it is operated within a completely con-
trolled cab environment. The circulation of air must be
a directed flow. The cab must be sealed against seep-
age of ambient air. The cab interior must be maintained
for cleanliness, dust, and dirt which, if picked up in the
air system, will clog the intake side of the evaporator
coil.
REFRIGERATION - THE ACT OF COOLING

There is no process for producing cold; there is


only heat removal.

Heat is always drawn toward cold objects. This


principle is the basis for the operation of a cooling
unit. As long as one object has a temperature
lower than another, this heat transfer will occur.

Temperature is the measurement of the intensity


of heat in degrees. The most common measuring
device is the thermometer.

All objects have a point at which they will turn to


vapor. Water boiling is the most common exam-
ple of heating until vapor is formed. Boiling is a
rapid form of evaporation. Steam is a great deal
hotter than boiling water. The water will not in-
crease in temperature once brought to a boil. The
heat energy is used in the vaporization process.
The boiling point of a liquid is directly affected by
pressure. By changing pressure, we can control
the boiling point and temperature at which a
vapor will condense. When a liquid is heated and
vaporizes, the gas will absorb heat without
changing pressure. This gas is in a superheated
condition.

Reversing the process, when heat is removed


from water vapor, it will return to the liquid state.
Heat from air is attracted to a cooler object.
Usually the moisture in the cooled air will con-
dense on the cooler object.

Refrigerant: Only R-12 refrigerant should be used


in mobile systems designed for R-12.
Do not mix refrigerants! Damage to equip-
ment and components will result!
M9-2 Air Conditioning System M09003 11/95
for R-12 Refrigerant

R-12 refrigerant has a boiling point of -21F (at-


mospheric pressure). If released in a room, it
would absorb heat from the air and immediately
vaporize. R-12, because of its low boiling point,
has a great capacity for heat absorption.
THE REFRIGERATION CYCLE
In an air conditioning system, the refrigerant is circu-
lated under pressure through the five major compo-
nents in a closed circuit. At these points in the system,
the refrigerant undergoes predetermined pressure and
temperature changes.
The compressor (refrigerant pump) takes in low pres-
sure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressurizes
the heat laden refrigerant and forces it through the
discharge valve (high side) on to the condenser.
Ambient air, passing through the condenser removes
the heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the filter-receiver
drier where impurities are filtered out, and moisture
removed. This component also serves as the tempo-
rary storage unit for the liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a low
temperature, low pressure liquid and saturated vapor.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator,
causing it to become cold. The hot, humid air of the
cab is pulled through the evaporator by the evaporator
blower. Since the refrigerant is colder than the air, it
absorbs the heat from the air producing cool air which
is pushed back into the cab. The moisture in the air
condenses upon movement into the evaporator and
drops into the drain pan from which 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 and the design of air conditioning
systems. Some of these will be covered in the following
discussion of the components, controls, and tech-
niques involved in preparing the unit for efficient opera-
tion.
AIR CONDITIONER SYSTEM
COMPONENTS
COMPRESSOR (Refrigerant Pump)
The compressor separates the low pressure and the
high pressure sides of the system. It concentrates the
refrigerant returning from the evaporator (low side)
creating a temperature much higher than the outside
air temperature. The high temperature differential be-
tween the refrigerant and the outside air is necessary
to aid rapid heat flow in the condenser from the hot
refrigerant gas to much cooler outside air.
To create high pressure concentration, the compres-
sor draws in refrigerant through the suction valve and
forces it out through the discharge valve. During the
suction part of the cycle, the reed valve is opened to
allow low pressure gas to enter. During discharge,
refrigerant is forced through the discharge valve.
The compressor is driven by the engine through a
v-belt driving an electrically operated clutch mounted
on the compressor drive shaft.
SERVICE VALVES
Service valves are provided for servicing the unit. A
manifold gauge set is connected into the system at the
service valve ports and all procedures, such as dis-
charging, evacuating and charging the system, are
performed through the service valves.
CONDENSER
The condenser receives the high pressure, high-tem-
perature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid.
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cooling
of the refrigerant changes the vapor to liquid. Heat
exchange is accomplished using cooler air flowing
through the condenser. The condenser can be cooled
with ram air provided by vehicle movement and some-
times aided by electric or hydraulic fans or by using the
air movement provided by the radiator fan.
Ram air condensers depend upon the vehicle move-
ment to force a large volume of air past the fins and
tubes of the condenser. The condenser is usually lo-
cated in front of the radiator or on the roof of the truck.
M09003 11/95 Air Conditioning System M9-3
for R-12 Refrigerant
Refrigerant temperature in the condenser varies from
120 to 170F (49 to 77 C) with pressure ranging from
150 to 300 psi. (27 to 54 kg/cm
2
).
Condensing of the refrigerant is the change of state of
the refrigerant from a vapor to a liquid. The action is
affected by the pressure of the refrigerant in the coil
and air flow through the condenser. Condensing pres-
sure in an A/C system is the controlled pressure of the
refrigerant which affects the temperature at which it
condenses to liquid, giving off large quantities of heat
in the process. The condensing point is sufficiently high
to create a wide temperature differential between the
hot refrigerant vapor and the air passing over the
condenser fins and tubes. This difference permits rapid
heat transfer from the refrigerant to ambient air.
FILTER RECEIVER-DRIER
The receiver-drier is an important part of the air condi-
tioning system. The drier receives the liquid refrigerant
from the condenser and removes any moisture and
foreign matter present which may have entered the
system. The receiver section of the tank is designed to
store extra refrigerant until it is needed by the evapo-
rator. The storage of this refrigerant is temporary and
is dependent on the demand of the expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers. Sometimes it is simply placed in a
metal mesh or wool felt bag. Filtering is accomplished
by a separate strainer screen on the pickup tube.
Some systems may utilize an accumulator instead of a
receiver-drier. If an accumulator is used, an expansion
(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
evaporator and is used to restrict, but still allow a
continuous flow of refrigerant to the evaporator coil.
Fusible Pressure Relief Plug
Some receiver driers have a fusible plug which melts
between 218 - 230 F (103 - 110 C). This plug serves
as a safety valve in the event the condenser safety
switch malfunctions, allowing the relief of excessive
internal pressures which would damage the system.
Some systems employ a spring loaded pressure relief
valve which performs the same function.
THERMOSTATIC EXPANSION VALVE
The thermostatic expansion valve controls the amount
of refrigerant entering the evaporator coil. Both inter-
nally and externally equalized valves are used.
The expansion valve is located near the inlet of the
evaporator and provides the functions of throttling,
modulating, and controlling the liquid refrigerant to the
evaporator coil.
The refrigerant flows through a restriction, creating a
pressure drop across the valve. Since the expansion
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the
valve is warm to hot high pressure liquid; exiting it is
low pressure liquid and gas. The change to low pres-
sure allows the flowing refrigerant to immediately begin
changing to gas as it goes toward the evaporator.
The amount of refrigerant metered into the evaporator
varies with different heat loads. The valve modulates
from wide open to the nearly closed position, seeking
a point between for proper metering of the refrigerant.
The expansion valve is controlled by both the tempera-
ture of the power element bulb and the pressure of the
liquid in the evaporator. As the load increases, the valve
responds by opening wider to allow more refrigerant
to pass into the evaporator. As the load decreases, the
valve reacts and allows less refrigerant into the evapo-
rator. It is this controlling action that provides the
proper pressure and temperature control in the evapo-
rator.
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 installed,
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.
M9-4 Air Conditioning System M09003 11/95
for R-12 Refrigerant
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
toward the evaporator coil is as important as that of the
air flow over the coil. All or most of the liquid that did
not change to vapor in the expansion valve or connect-
ing tubes boils (expands) and vaporizes immediately
in the evaporator, becoming very cold. As the process
of heat loss from the air to the evaporator coil surface
is taking place, any moisture (humidity) in the air con-
denses on the cool outside surface of the evaporator
coil and is drained off as water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature in
the evaporator must be controlled so that the water
collecting on the coil surface does not freeze on and
between the fins and restrict air flow. The evaporator
temperature is controlled through pressure inside the
evaporator, and temperature and pressure at the outlet
of the evaporator.
Superheat
The liquid refrigerant admitted to the evaporator coil is
usually completely vaporized before reaching the coil
outlet. Since liquid R-12 is vaporized at relatively low
temperature, it can be seen that the vapor remains
cold, even though the liquid is completely evaporated.
The cold vapor flowing through the remainder of the
coil continues to absorb heat, becoming superheated.
This means that the temperature of the refrigerant has
been raised above the point at which it evaporated
without an increase in pressure.
As the refrigerant vaporizes through the absorption of
the heat in the evaporator, the temperature of the vapor
rises at the coil outlet and reaches a difference of about
5 F (3 C) between the vaporizing temperature and
outlet refrigerant temperature.
The difference in this temperature is called superheat.
All expansion valves are adjusted at the factory to
operate under superheat conditions present in the
particular type of unit for which they are designed.
ELECTRICAL CIRCUIT
The air conditioners electrical circuit is fed from an
accessory circuit and is normally protected with a
30-ampere fuse or circuit breaker.
The blower control is a switch which provides a range
of blower speeds from fast to slow. When the blower
switch is turned on, current is fed to the thermostat.
Once the blower is turned on, fan speeds may be
changed without affecting the thermostat sensing
level.
The thermostat reacts to changing temperatures which
cause electrical contacts to open and close. The
thermostat has a capillary tube extended into the
evaporator coil to sense temperature.
When the contacts are closed, current flows to the
clutch field and energizes the clutch, causing the
crankshaft to turn which starts the refrigeration cycle.
When the temperature of the evaporator coil drops to
a predetermined point, the contacts open and the
clutch disengages.
When the clutch is disengaged, the blower remains at
the set speed. After the evaporator temperature rises
about twelve degrees above the cutout point, the con-
tacts in the thermostat close and the refrigeration cycle
resumes.
THERMOSTAT
An electromagnetic clutch is used on the compressor
to provide a means of constant temperature control of
the cab. The clutch is controlled by a thermostat in the
evaporator which is set initially by the driver to a pre-
determined point. Coil temperature is then maintained
by the cycling action of the clutch.
The thermostat is simply a thermal device which con-
trols an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have a
positive OFF position as a means to turn the clutch OFF
regardless of temperature.
The bellows type thermostat is connected to a capillary
tube filled with refrigerant. The capillary tube is at-
tached to the bellows inside of the thermostat. Expan-
sion of the gases inside the capillary tube exerts
pressure on the bellows, which in turn closes the con-
tacts at a predetermined temperature.
M09003 11/95 Air Conditioning System M9-5
for R-12 Refrigerant
COMPRESSOR CLUTCH
An electromagnetic clutch is used in conjunction with
the thermostat to disengage the compressor when it is
not needed, such as when a defrost cycle is indicated
in the evaporator, or at other times when the air condi-
tioner is not being used.
The stationary field clutch is the most desirable type
since it has fewer parts to wear out. The field is mounted
to the compressor by mechanical means depending
on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The arma-
ture is mounted on the compressor crankshaft.
When no current is fed to the field, there is no magnetic
force applied to the clutch and the rotor is free to turn
on the armature, which remains stationary on the
crankshaft.
When the thermostat or switch is closed, current is fed
to the field. This sets up a magnetic force between the
field and armature, pulling it into the rotor. When the
armature becomes engaged with the rotor, the com-
plete unit rotates while the field remains stationary. This
causes the compressor crankshaft to turn, starting the
refrigeration cycle.
When the switch or thermostat is opened, current is
removed. The armature snaps back out and stops
while the rotor continues to rotate. Pumping action of
the compressor is stopped until current is again ap-
plied to the field.
SAFETY SWITCHES (Not Used In All Systems)
Condenser Safety Switch (Overheat Switch)
The condenser safety switch shuts off the air condi-
tioner when the refrigerant temperature reaches ap-
proximately 190 F (88 C) at the outlet of the
condenser.
Since the refrigerant will break down at about 232 F
(111 C), the 190 F (88 C) cut off point gives ample
protection. The switch is fully automatic and will turn
the unit back on when the refrigerant temperature
reaches 150F (66 C).
Refrigerant Loss (Low Pressure) Switch
The refrigerant loss switch prevents the clutch from
engaging in the event the system loses its refrigerant
charge, or if the refrigerant pressure drops below 5 psi
(0.89 Kg /cm
2
).This is a simple breaker type switch at
5 psi (0.89 Kg/cm
2
).
M9-6 Air Conditioning System M09003 11/95
for R-12 Refrigerant
SYSTEM SERVICING
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason, the
following procedures deal extensively with the proper
use, handling, care and safety factors involved in the
refrigerant quality and quantity in an air conditioning
system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration when
anything causes this pressurized, sealed condition to
change. The following warnings are provided here to
alert you to their importance BEFORE you begin learn-
ing the correct procedures. Read, remember, and ob-
serve each warning as you begin actual system
servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using the new R-134a refriger-
ant, it is essential that servicing tools (gauge sets,
charging equipment, recovery/recycle equipment etc.)
be dedicated to one type refrigerant only to prevent
cross contamination.
Federal regulations prohibit venting R-12 or other
refrigerants into the atmosphere. An SAE and UL
approved recovery/recycle station must be used to
remove refrigerant from the AC system.
Although accidental release of refrigerant is a re-
mote possibilty when correct service procedures
are followed, the following warnings must be ob-
served when servicing AC systems:
Provide appropriate protection for your eyes (gog-
gles or face shield) when working around air con-
diitioning refrigerant.
Because R-12 refrigerant boils at a normal sea level
temperature of -21.6 F (-30 C), a drop of the liquid
on your skin will cause frostbite. Wear gloves and
exercise extreme care when handling refrigerant.
If even the slightest trace of refrigerant enters your
eye, flood the eye immediately with cool water and
seek medical attention as soon as possible.
When exposed to flames or sparks, the compo-
nents of R-12 refrigerant change and become
deadly phosgene gas. This poison gas will damage
the respiratory system if inhaled. NEVER smoke in
an area where R-12 is used or stored.
Never direct a steam cleaning hose or torch in
direct contact with components in the air condi-
tioning system. Localized heat can raise the pres-
sure to a dangerous level.
Do not heat or store refrigerant containers above
120 F (49 C).
Do not flush or pressure test the system using shop
air or other compressed air sources. Shop air
supplies contain moisture and other contaminants
that could damage system components.
R-12 Containers
Two basic, readily available containers are used to
store R-12 refrigerant: the 30 or 60 pound bulk canis-
ters (Figure 9-2).
Always read the container label to verify the contents
are correct for the system being serviced. R-12 and
R-134a refrigerants must not be mixed.
FIGURE 9-2. REFRIGERANT CONTAINERS
1. 30 Pound Cylinder 2. 60 Pound Cylinder
M09003 11/95 Air Conditioning System M9-7
for R-12 Refrigerant
SERVICE TOOLS AND EQUIPMENT
RECOVERY/RECYCLE STATION
Whenever refrigerant must be removed from the sys-
tem, a dual purpose station (Figure 9-3) performs both
recovery and recycle procedures which follows the
new guidelines for handling used refrigerant. The re-
covered refrigerant can then be recycled to reduce
contaminants, and reused in the same machine or fleet.
NOTE: To be re-sold, the gas must be re-claimed
which leaves it as pure as new, but requires equipment
normally too expensive for all but the largest refrigera-
tion shops.
Equipment is also available to just remove or extract
the refrigerant. Extraction equipment does not clean
the refrigerant. It is used to recover the refrigerant from
an AC system prior to servicing.
To accomplish this, the recovery/recycle station sepa-
rates the oil from the refrigerant and filters the refriger-
ant multiple times to reduce moisture, acidity, and
particulate matter found in a used refrigerant.
Mixing different types of refrigerant will damage
equipment. Dedicate one recovery/recycle station
to each type of refrigerant processing to avoid
equipment damage.
Disposal of the gas removed requires laboratory or
manufacturing facilities.
Recycle equipment must meet certain standards as
published by the Society of Automotive Engineers and
carry a UL approved label. The basic principals of
operation remain the same for all machines, even if the
details of operation differ somewhat.
LEAK DETECTOR
Two basic types of leak detectors are used on air
conditioning systems today to locate suspected leaks.
The propane, or halide type detector (Figure 9-4) uses
a flame which changes colors (from pale blue - normal
to purple/blue/violet for a large leak to light green/yel-
low for a small leak) to successfully detect leaks.
The halide type consists of a hose for leak searching,
a burner, tank, and a control valve. Safety is a vital
concern with this type, as the fumes can be poisonous.
Refer to WARNING on page M9-7.
FIGURE 9-3. RECYCLE/RECOVERY UNIT
FIGURE 9-4. HALIDE (PROPANE) LEAK DETECTOR
1. Burner
2. Search Hose
3. Cylinder
4. Shut-off Valve
M9-8 Air Conditioning System M09003 11/95
for R-12 Refrigerant
One of the most common types is the electronic detec-
tor (Figure 9-5) which tends to be safer and more
accurate. It is a small hand-held device with a flexible
probe used to seek 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.
VACUUM PUMP
The vacuum pump is used to completely evacuate all
refrigerant, air, and moisture from the system by delib-
erately lowering the pressure within the system to the
point where water turns to a vapor (boils) and together
with all air and refrigerant is withdrawn (pumped) from
the system. Normally the vacuum pump is only used
when a system has completely lost its charge of refrig-
erant.
FIGURE 9-5. TYPICAL ELECTRONIC LEAK
DETECTOR
FIGURE 9-6. TYPICAL VACUUM PUMP
M09003 11/95 Air Conditioning System M9-9
for R-12 Refrigerant
SERVICE VALVES
Because an air conditioning system is a sealed system,
two service valves are provided on the compressor to
enable diagnostic tests, system charging or evacu-
ation. Connecting the applicable hoses from the mani-
fold gauge set to the compressor service valves
enables each of these to be readily performed.
Air conditioning systems designed for R-134a re-
frigerant are equipped with a different type service
valve designed to prevent accidental use of R-12
in the system. Be certain the servicing equipment
is compatible with R-12 refrigerant.
Stem Type
Service valves may be one of two types. The stem type
valve (Figure 9-7) is capable of being placed in three
positions: front seat; intermediate (mid); and back seat.
Each position represents a specific function desired
when testing the system.
Schrader Type
The Schrader type service valve (Figure 9-8), similar in
appearance and function to the valve in a truck tire (the
rubber compound and spring pressures being quite
different) is becoming more common due to its capac-
ity for easier accessibility. The Schrader valve can be
mounted almost anywhere in the system. Two posi-
tions are possible with this valve: Closed and Open,
each serves a specific function during testing.
Protective caps are provided for each service valve
when not being used for servicing purposes. These
caps must be kept on each valve to prevent contami-
nation or damage to the valve core.
FIGURE 9-7. STEM TYPE SERVICE VALVE
FIGURE 9-8. SCHRADER TYPE SERVICE VALVE
M9-10 Air Conditioning System M09003 11/95
for R-12 Refrigerant
MANIFOLD GAUGE SET
The manifold gauge set consists of a manifold with two
screw-type hand valves, one for low side and one for
the high side of an air conditioning system, located at
each end of the manifold (Figure 9-9). Three fittings are
provided between these two valves. The first fitting
connects the low side hose to the suction side of the
compressor or the evaporator outlet. The second (cen-
ter) fitting is provided to connect to the servicing can-
ister to charge the system or for other service
procedures. The third fitting connects to the system
high side (discharge) hose leading from the compres-
sor. Shut-off valves are required within 12 in. of the hose
ends to minimize refrigerant loss.
Low Side Gauge
The Low Side Gauge, registers both vacuum and pres-
sure. The vacuum side of the scale is calibrated from 0
to 30 inches of mercury (in. Hg). The pressure side of
the scale is calibrated to 150 psi, however, normal
pressures seldom exceed 75 -- 80 psi.
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, though normal pressures
are usually 300 psi or less.
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
fittings, clean and remove their protective caps.
(See Figure 9-10)
4. Connect the two service hoses from the manifold
to the correct service valves on the compressor.
(High side to compressor discharge valve and low
side to compressor suction side.)
The 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 on 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 adding refrigerant or
observing pressures.
FIGURE 9-9. MANIFOLD GAUGE SET
M09003 11/95 Air Conditioning System M9-11
for R-12 Refrigerant
Purging Air From Service Hoses
The purpose of this procedure is to remove all the air
trapped in the hoses prior to actual system testing.
Environmental regulations require that all service
hoses have a shutoff valve within 12 in. of the service
end. These valves are required to ensure only a minimal
amount of refrigerant is lost to the atmosphere.
The initial purging is best accomplished when con-
nected to recovery or recycle equipment. With the
center hose connected to the recovery station, service
hoses connected to the high and low sides of the
system, purging of the system can begin. (See Fig.
9-11.)
The manifold valves should be closed. Activating the
vacuum pump will now evacuate any air or moisture
out of the center hose. This will require only a few
minutes of time as the hose is the only component
being placed in a vacuum. Closing the valve will then
insure the hose is purged. It is now safe to open the
other manifold valves.
FIGURE 9-10. SERVICE HOSE HOOK-UP
FIGURE 9-11. PURGING SYSTEM
M9-12 Air Conditioning System M09003 11/95
for R-12 Refrigerant
Adding Refrigerant to the System
(without a charging station)
After determining that the system is low and additional
refrigerant is required, perform the following:
1. Connect the center hose from the manifold gauge
set to the refrigerant dispensing valve on the con-
tainer as shown in Figure 9-12.
2. Start the engine and set the idle at 1200 to 1500
RPM and then turn on the air conditioning.
3. Open the refrigerant dispensing valve on the con-
tainer and then the low pressure hand valve on the
manifold. This will allow the refrigerant to enter the
system as a gas on the low pressure or suction
side of the compressor. The compressor will pull
refrigerant into the system.
4. Continue adding refrigerant until the gauge reads
in the normal range and/or the sight glass (if
equipped) is clear. The sight glass may not be
clear for a moment just before or after the clutch
cycles on and off, but should generally be clear.
Gauge readings will fluctuate as the compressor
cycles on and off.
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 - 150 - 280 PSI
5. When the gauges show a normal reading and/or
the sight glass (if equipped) is clear, close the
hand valve on the refrigerant container.
FIGURE 9-12. TYPICAL CANISTER HOOKUP
1. Gauge Manifold
2. Low side Hand Valve
3. High Side Hand Valve
4. High Side Service Valve
5. Low Side Service Valve
6. Service Hose
7. Refrigerant Charging Container
8. Shut-Off Valves
9. Compressor
M09003 11/95 Air Conditioning System M9-13
for R-12 Refrigerant
Stabilizing the AC System
Operating the system at full cooling capacity for a few
minutes after purging ensures that temperatures and
pressures within the system will stabilize, allowing sys-
tem testing.
During this stabilization period, do not open hand
valves on manifold for any reason. Equipment dam-
age and personal injury may result.
1. Leave test equipment attached to the system but
ensure it is clear of any moving components.
2. Start engine. Allow to operate approximately 1200
- 1500 RPM.
3. Set air conditioning system to maximum cooling
capacity (blower at full speed, temperature setting
at coldest point).
4. Open all truck windows and doors briefly to ex-
haust any buildup heat in cab. Close windows and
doors.
5. Allow to operate in this manner for a minimum of
five minutes. System should stabilize.
NOTE: If necessary, provide a fan in front of condenser
coils large enough to develop air flow comparable to
normal ram air.
6. Place a thermometer in the air conditioning vent
closest to the evaporator. Wait five minutes to
establish that thermometer reflects temperature
inside cab, then check thermometer. At outside
ambient temperature of 80 to 100 F, reading
should be between 38 and 45 F.
7. Check sight glass; bubbles may indicate system
is low on refrigerant.
NOTE: If low refrigerant is indicated by lower than
normal pressure readings and bubbles in sight glass,
add refrigerant to enable adequate system testing
Adding Refrigerant and Stabilizing the System
(with a recovery/recycling station)
When using a recovery/recycling station, the proce-
dure is the same as previously described. The differ-
ence is that instead of just opening the refrigerant
container, the refrigerant should be added 0.5 to 1
pound at a time. After each instance of adding the
refrigerant, pause long enough to observe the gauge
reading and/or the sight glass (if equipped) to deter-
mine if the system is full. Use the pressures listed on
the previous page.
Do not open high side hand valve. High side sys-
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.
Exceeding this pressure may cause compressor
failure.
RECOVERING AND RECYCLING THE
REFRIGERANT
Draining the Oil from the Previous Recovery Cycle
1. Place the power switch and the controller on the
recovery unit in the OFF position.
2. Plug in the recovery station to the correct power
source.
3. Drain the recovered oil through the valve marked
OIL DRAIN on the front of the machine.
4. Place the controller knob in the ON position. The
low pressure gauge will show a rise.
5. Immediately switch to the OFF position and allow
the pressure to stabilize. If the pressure does not
rise to between 5 psi and 10 psi, switch the con-
troller ON and OFF again.
6. When the pressure reaches 5 to 10 psi open the
OIL DRAIN valve, collect oil in an appropriate
container, and dispose of container as indicated
by local, state or Federal Regulation.
THE OIL IS NOT REUSABLE, DUE TO CONTAMI-
NANTS ABSORBED DURING ITS PREVIOUS
USE.
M9-14 Air Conditioning System M09003 11/95
for R-12 Refrigerant
Performing the Recovery Cycle
1. Be certain the equipment being used is designed
for the refrigerant intended to be recovered.
2. Observe the sight glass oil level. Having drained
it, it should be zero.
3. Check the cylinder refrigerant level before begin-
ning recovery to make sure you have enough
capacity.
4. Confirm that all shut-off valves are closed before
connecting to the AC system.
5. Attach the appropriate hoses to the system being
recovered.
6. Start the recovery process by operating the equip-
ment as per the manufacturers instructions.
7. Continue extraction until a vacuum exists in the AC
system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop steadily
into the vacuum range, close the manifold valves
and check the system pressure. If it rises to 0 psi
and stops, there is a major leak.
9. Check the system pressure after the recovery
equipment stops. After five minutes, system pres-
sure should not rise above 0 gauge pressure. If
the pressure continues to rise, restart and begin
the recovery sequence again. This cycle should
continue until the system is void of refrigerant.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
amount of oil that was lost during the recovery
cycle must be replaced back into the system).
11. Mark the cylinder with a RECOVERED (red)
magnetic label to reduce the chance of charging
a system with contaminated refrigerant. Keep a
record of the amount of refrigerant recovered, if
possible.
Performing the Recycling Procedure
The recovered refrigerant contained in the cylinder
must undergo the recycle procedure before it can be
reused. The recycle or clean mode is a continuous loop
design and cleans the refrigerant rapidly. Follow equip-
ment manufacturers instructions for this procedure.
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.
Evacuating the System
1. Attach the high and low side hoses to the appro-
priate connections.
2. Start the vacuum pump and run it for five minutes.
3. Check the gauge readings for five minutes. If the
gauge needle moves up, the system is not sealed.
The vacuum that was just created did not hold, air
and moisture are being sucked into the system by
that same vacuum.
4. Tighten any loose connections. Re-start the pump,
and open the hand valves on the gauges again.
Repeat the vacuum test.
5. If the leak has been repaired, run the vacuum
pump for at least an hour to remove any moisture
from the system.
The moisture must turn to gas before the pump can pull
it out. The moisture takes time to boil away, so that it
can be drawn out of the system. The vacuum pump can
draw most of the air out quickly, but a deep vacuum
requires more time; the deeper the vacuum, the more
time required.
Charging the AC System
When adding a full charge of refrigerant, it is possible
to put it in as a gas or as a liquid. Adding refrigerant as
a liquid is faster but can damage the compressor if not
done correctly. The procedure used, and where the
refrigerant is added in the AC system makes a differ-
ence. When using refrigerant as a liquid, never add
more than two thirds of system requirements as a
liquid. Finish charging the system using gas.
M09003 11/95 Air Conditioning System M9-15
for R-12 Refrigerant
SYSTEM PERFORMANCE TEST
This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Start engine and operate at 1200 - 1500 RPM.
2. Place fan in front of condenser to simulate normal
ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent clos-
est to evaporator.
4. Evaluate the readings obtained from the gauges
against those in Figure 9-19. In addition, consult
each applicable diagnosis situation in this sec-
tion.
As preliminary steps to begin checkout of the system,
perform the following:
1. Close all windows and doors in the cab.
2. Set air conditioning system at maximum cooling
and blower to high speed operation.
3. Read indication on the two manifold gauges.
Readings should be within normal range, ad-
justed for current ambient temperature.
4. Observe sight glass. It should be clear of bubbles.
5. Compare evaporator discharge air temperature
reading against specifications shown in Figure
9-19.
6. Carefully feel the hoses and components on the
high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for even
temperatures, if outlet is cooler than inlet, a re-
striction is indicated.
7. 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.
8. Check the operation of the temperature control
switch to ensure the compressor drive clutch
engages and disengages. A 5-- 10 F evaporator
air temperature rise between the cut-off and cut-in
points of control switch is not uncommon.
9. If these conditions are met, the system is consid-
ered normal. Shut down engine. Backseat service
valves, if used. Remove gauges and install the
caps on the service valves.
10. If conditions are not met, refer to Diagnosis
section.
SYSTEM LEAK TESTING
Refrigerant leaks are probably the most common
cause of air conditioning problems, resulting in inade-
quate or no cooling, to major internal component dam-
age. Leaks most commonly develop in two or three
places. The first is around the compressor shaft seal,
often accompanied by an indication of fresh refrigerant
oil. If a system is not operated for a while (winter
months), the shaft seal may dry out and leak slightly.
The centrifugal force of the clutch pulley spinning can
also cause the problem. When the system is operated
and lubricant wets the seal, the leak may stop. Such
leaks can often be located visually, or by feeling with
your fingers around the shaft for traces of oil. (The R-12
itself is invisible, odorless, and leaves no trace when it
leaks, but has a great affinity for refrigerant oil.)
A second common place for leaks is the nylon or
rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used should
be visually and physically examined. Moving your fin-
gers along the bottom of the condenser and evapora-
tor, particularly near the drain hole for the condensate
will quickly indicate the condition of the evaporator.
Any trace of fresh oil here is a clear indication of a leak.
To locate a leak, four common types of leak detectors
are used. Usually, a 50% charged system is enough to
find most leaks. If the system is empty, connect the
manifold gauge set to the system and charge at least
one (1) lb. of refrigerant into the system.
Use extreme caution leak testing a system while
the engine is running. Stay clear of all moving
components, and dont allow high side pressure to
exceed 300 psi.
In its natural state, R-12 refrigerant is a harmless,
colorless gas, but when combined with an open
flame, it will generate toxic fumes (phosgene gas),
which can cause serious injuries or death. When
using a halide torch for detecting air conditioning
system leaks, always insure that the area is ade-
quately ventilated. Do not breathe fumes from the
torch and keep flames away from flammable mate-
rial.
NOTE: R-12 refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the undersurface of all components to
locate leak.
M9-16 Air Conditioning System M09003 11/95
for R-12 Refrigerant
Electronic leak detector
(Refer to Figure 9-5). As the test probe is moved into
an area where traces of R-12 are present, a visual or
audible announcement indicates a leak. Audible units
usually change tone or speed as intensity changes.
Halide (propane) Torch
1. Light the torch (Figure 9-4) by opening the pro-
pane can and igniting the flame; carefully adjust
the flame to a height sufficient to heat the reaction
plate to a cherry red color.
2. As plate turns red, adjust flame to a height slightly
above the plate and high enough to sustain the
cherry red color.
Too high a flame will overheat and destroy the
reaction plate.
3. Slowly and carefully move the pickup hose around
the various components of the system. Dont rush
testing as R-12 must travel length of hose to reach
flame.
4. Observe the flame for any noticeable change in
color.
Tracer dyes
Tracer dyes are available that can be added to the
system as R-12 is added. The system is then operated
to thoroughly circulate the dye. As R-12 escapes, it
leaves a trace of the dye at the point of leakage, which
is then detected using an ultraviolet light, revealing a
bright fluorescent glow.
Soap and water
Soap and water can be mixed together and applied to
system components. Bubbles will appear to pinpoint
the specific location of leaks.
After determining the location or source of leak(s),
repair or replace leaking component(s).
Engine must not be running during this procedure.
Supply adequate ventilation and extinguish any
nearby flame sources.
FLUSHING AIR CONDITIONER COMPONENTS
The flushing process is used to remove contaminants
from hoses, lines and some of the other system com-
ponents. DO NOT flush the compressor, expansion
valve or metering device or screens. These are bench
checked, cleaned and repaired or replaced. A receiver-
drier, accumulator, expansion valve and tube are never
flushed, they are replaced. When you disassemble and
flush components and hoses (lines), it is best to RE-
VERSE FLUSH. Flush in the opposite direction of R-12
flow. Flush the system using R-11 or R-13 or other
commercial solvent sold for that purpose. Figure 9-13
illustrates the use of a flushing kit.
Always wear protective goggles and provide ade-
quate ventilation when flushing components.
Never use R-12 as a flushing agent.
When opening the AC system, plug any open lines
except when flushing. Fill the cylinder of the flushing
gun with solvent. Insert the rubber gun probe into the
outlet of each component and dispense solvent (re-
verse flush). Unless there is a serious blockage, the
solvent will appear at the other end of the components.
Flush the next component in turn until all parts are
flushed.
FIGURE 9-13. FLUSHING COMPONENTS
M09003 11/95 Air Conditioning System M9-17
for R-12 Refrigerant
Allow solvent to evaporate completely (about 30 min-
utes) and then assemble the system replacing parts
where necessary.
NOTE: The length of the hose will affect the refrigerant
capacity. When replacing hoses, always use the same
hose length, if possible. Always replace the receiver-
drier when assembling the AC system after flushing.
Before system assembly, check the compressor oil
level and fill to manufacturer specifications.
SYSTEM REPAIR
The following service and repair procedures are not
any different than typical vehicle service work. How-
ever, AC system components are made of soft metals
(copper, aluminum, brass, etc.). Comments and tips
that follow will make the job easier and reduce unnec-
essary component replacement.
All of the service procedures described are only
performed after the system has been discharged.
Never use regular shop oil or joint compound to
lubricate or seal any AC connections.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings or components as soon as they are discon-
nected. Keep all connections clean (also caps and
plugs used) so debris cant enter accidentally. As a
general rule, replace any gaskets and O-rings with new
ones. Use fresh refrigeration oil to lubricate connec-
tions, gaskets and O-rings.
Hoses and Fittings
When replacing hoses, be sure to use the same type
and ID hose you removed. After lubricating the hose
and fitting, slide the hose over the fitting. The hose
clamp should be on the hose before it is pushed onto
the fitting and seated. The hose should be fully seated
or pushed in to a locating bead if present. 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
M9-18 Air Conditioning System M09003 11/95
for R-12 Refrigerant
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
The receiver-drier can not be serviced or repaired. It
should be replaced whenever the system is opened for
any service. If the receiver-drier has a pressure switch
to control the clutch, it should be removed and installed
on the new unit.
Thermostat
A thermostat can be stuck open or closed due to
contact point wear or fusion. The thermostat tempera-
ture sensing element (capillary tube) may be broken or
kinked closed and therefore unable to sense evapora-
tor temperature.
When thermostat contact points are stuck open or the
sensing element can not sense temperature in the
evaporator, the clutch will not engage (no AC system
operation). Causes are a loss of charge in the capillary
tube or a kink, burned thermostat contact or just no
contact. A quick method of troubleshooting is to by-
pass the thermostat by hot wiring the clutch coil with a
fused lead. If the clutch engages, replace the thermo-
stat.
Thermostat contact points may be fused (burned)
closed and the clutch will not disengage. Causes are a
faulty switch that could be due to fatigue. The thermo-
stat must be replaced. When the clutch will not disen-
gage you may also note that condensate has frozen on
the evaporator fins and blocked air flow. There will also
be below normal pressure on the low side of the
system.
Side effects can be compressor damage caused by oil
accumulation (refrigeration oil tends to accumulate at
the coolest spot inside the system) and lower than
normal suction pressure that can starve the compres-
sor of oil.
Clutch
Clutch problems include electrical failure in the clutch
coil or lead wire, clutch pulley bearing failure, worn or
warped clutch plate or loss of clutch plate spring tem-
per. Defective clutch assembly parts may be replaced
or the whole assembly replaced. If the clutch shows
obvious signs of excessive heat damage, replace the
whole assembly.
The fast way to check electrical failure in the lead wire
or clutch coil is to hot wire the coil with a fused lead.
This procedure bypasses clutch circuit control de-
vices.
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.
Sometimes it may be necessary to use shims or en-
large the slots in the compressor mounting bracket to
achieve proper alignment.
Excessive clutch plate wear is caused by the plate
rubbing on the clutch pulley when the clutch is not
engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal gap
between the clutch pulley and the clutch plate is 0.030
to 0.040 in., with 0.060 in. maximum. If the gap is too
wide, the magnetic field created when the clutch coil is
energized will not be strong enough to pull and lock
the clutch plate to the clutch pulley.
Compressor
The compressor can fail due to shaft seal leaks (no
R-12 in the system), defective valve plates, bearings,
other internal parts or problems associated with high
or low pressure, heat or lack of lubrication. Be sure the
compressor is securely mounted and the clutch pulley
is properly aligned with the drive pulley.
You may use a mechanics stethoscope to listen for
noises inside the compressor, loose wrist pins, piston
slap, noisy valves or bearings. Feel the compressor
body and note if the lower part of the crankcase is
extremely hot. This indicates the compressor is low on
or may be starved for oil. Compressor lockup is an
indication of a broken piston or connecting rod.
M09003 11/95 Air Conditioning System M9-19
for R-12 Refrigerant
CHECKING COMPRESSOR OIL LEVEL
Every air conditioning system and compressor de-
pends on refrigeration oil for lubrication and safe op-
eration.
Refrigerant oil, under normal circumstances inside the
sealed system, cannot go anywhere, and there is no
need to check the oil at such times. It is a highly refined,
pure mineral oil, containing no additives, waxfree and
contained in a dehydrated form. For this reason, al-
ways keep a cap on an oil container except when in
use. Moisture is quickly absorbed by the oil.
Whenever a system is opened for service, the com-
pressor oil level should be checked and clean refrig-
eration oil added as required by the manufacturers
specifications (usually located on compressor).
York Compressor Oil Level Check
(2 cylinder model).
NOTE: The York compressor need not be removed
from the system to be checked. If system has been
discharged, steps 1 through 3 will not apply.
1. Run compressor for 10 to 15 minutes to allow oil
to thoroughly circulate through the system. Stop
engine.
2. Connect manifold gage set to compressor service
valves.
3. Refer to Performing the Recovery Cycle.
4. Unscrew oil check plug five full turns to bleed off
remaining pressure until gauge reads 0.
NOTE: Suction pressure may rise slowly to 5 psi gauge
pressure after both valves are closed.
5. Remove oil check plug and O-ring to check oil
level with dipstick. (See Figure 9-14 for details and
Figure 9-15 for location.)
6. Check the findings against the values in the table
in Figure 9-14.
7. If necessary to add oil, add only the type specified
by the system manufacturer (never more than 10
ounces).
8. Slip the O-ring over the oil fill plug threads, being
careful not to twist the O-ring. Insert oil plug in oil
filler opening and snug-tighten.
OIL CHARGE VS. DIP STICK DEPTH
OIL
CHARGE
Ounces
6 8 10 12 16
Horizontal
Mount
13/16" 1" 1-3/16" 1-5/8" 1-15/16"
Vertical
Mount
7/8" 1" 1-1/8" 1-7/16" 1-7/8"
FIGURE 9-14. DIPSTICK DIMENSIONS & DETAILS
(2 Cylinder York)
FIGURE 9-15. OIL LEVEL CHECK
(York Compressor)
M9-20 Air Conditioning System M09003 11/95
for R-12 Refrigerant
Sanden Compressor Oil Level Check
(5-Cylinder)
NOTE: This check can be better performed with the
compressor out of the system and on the bench. If
system has been discharged, steps 1 and 2 will not
apply.
1. Run compressor for 10 minutes to allow oil to
thoroughly circulate through the system.
2. Stop engine; recover refrigerant.
3. Remove compressor from the system by loosen-
ing mounting bolts and removing drive belt. Place
compressor on bench with oil fill plug at top dead
center.
4. Using an angle gage, determine the mounting
angle across the two mounting ears flat surfaces.
After centering the bubble on the gage, check the
angle of mounting to the closest degree.
5. Remove oil filler plug slowly to release pressure.
Using figure 9-16 as a guide, peer through oil filler
hole to rotate the clutch front plate to place inter-
nal parts of compressor as shown in illustration.
6. If the compressor is right-mounted (facing clutch)
(See Figure 9-17), position the parts as though
they were moving toward the rear of the compres-
sor (equal to the discharge stroke of piston).
7. If the compressor is left-mounted (facing the
clutch) (See Figure 9-17), position the parts as
though they were moving to the front of the com-
pressor (equal to the suction stroke of piston).
NOTE: Either step will clear the path of internal parts
so as to allow dipstick insertion to its full depth.
8. Insert dipstick (Sanden p/n 32447) through oil filler
hole until stop point is reached. (See Figure 9-17).
Use the following as a guide to determining the
correct angle of the dipstick for each type of
mounting (right or left):
If mounting angle is to the RIGHT, point of angle
should be to LEFT.
If mounting angle is to the LEFT, point of angle
should be to RIGHT.
In both, bottom surface of angle must be flush
with surface of oil filler hole.
9. Remove the dipstick and count the increments of
oil (numbers on dipstick). (Refer to Figure 9-18 for
correct mounting angle/oil level determination.)
10. Add or subtract oil to reach a mid-range of value
if the actual reading is not exactly on the dipstick
increment.
Exercise care not to overtighten plug to stop a leak
in step 11. Remove plug instead and install new
O-ring.
11. Insert the oil filler plug, checking that O-ring is not
twisted. Torque the plug to 6 to 9 ft. lbs. (8 - 12
N.m).
FIGURE 9-16. LOCATING INTERNAL PARTS
FIGURE 9-17. MOUNTING ANGLE FOR DIPSTICK
INSERTION
M09003 11/95 Air Conditioning System M9-21
for R-12 Refrigerant
EVACUATING THE SYSTEM
Evacuating the complete air conditioning system is
required in all new system installation. Also, when
repairs are made on systems requiring a component
replacement (system opened) or a major loss of refrig-
erant has occurred. All will require that a vacuum be
pulled using a vacuum pump that completely removes
any moisture from the system. Once properly evacu-
ated, the system can be recharged with refrigerant
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 (212F 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
75F at sea level, by creating a vacuum in the system
so that the pressure in inches of mercury is below that
of the outside air (in this case, at least 29.5 inches of
vacuum is needed), the boiling point of water will be
lowered to 72F. Thus any moisture in the system will
vaporize and be drawn out by the pump if the pump is
run for approximately an hour. The following steps
indicate the proper procedure for evacuating all mois-
ture from the heavy duty air conditioning systems.
Do not use the air conditioning compressor as a
vacuum pump or the compressor will be damaged.
NOTE: Lower the vacuum requirement one inch for
every 1000 feet above sea level at your location.
1. With the manifold gauge set still connected (after
discharging the system), connect the center hose
to the inlet fitting of the vacuum pump as shown
in Figure 9-19. Then open the low side hand valves
to maximum.
2. Open the discharge valve on the vacuum pump or
remove the dust cap from the discharge outlet.
Turn the pump on and watch the low side gauge.
The pump should pull the system into a vacuum
(if not, the system has a leak).
3. Run the pump for five minutes, close the hand
valves and shut off the pump.
MOUNTING
ANGLE
(Degree)
ACCEPTABLE OIL LEVEL
IN INCREMENTS
Model 505
0
10
20
30
40
50
60
90
4-6
6-8
8-10
10-11
11-12
12-13
12-13
15-18
3-5
5-7
6-8
7-9
8-10
8-10
9-11
9-11
4-6
6-8
7-9
8-10
9-11
9-11
9-11
9-12
2-4
4-5
5-6
6-7
7-9
9-10
10-12
12-13
507 508 510
FIGURE 9-18. MOUNTING ANGLE/OIL LEVEL
DETERMINATION
FIGURE 9-19. VACUUM PUMP HOOKUP
1. Low Pressure Hand Valve
2. High Pressure Hand Valve
3. Vacuum Pump
M9-22 Air Conditioning System M09003 11/95
for R-12 Refrigerant
4. Observe gauge reading and wait 10 minutes.
Reading should not vary more than 1-2 in. hg.
After waiting, if more vacuum is lost than this, a
serious leak is indicated and the system must be
recharged, leak tested, repaired and evacuated.
5. Turn on pump, open hand valves and continue
evacuation for at least one hour.
NOTE: If system has excessive amounts of moisture,
60 minutes evacuation may not be sufficient since the
water must turn to a vapor to be drawn out of the
system. If a sealed system is known to be, and gauge
readings increase after 1 hour, extend the evacuation
time to ensure total moisture removal.
6. Close the manifold hand valves and turn off vac-
uum pump, watching the low side gauge reading.
If vacuum remains for a few minutes, the system
is ready for charging.
M09003 11/95 Air Conditioning System M9-23
for R-12 Refrigerant
TROUBLESHOOTING
PRE-DIAGNOSIS CHECKS
A lot of time and frustration can be saved if obvious
causes of system problems are checked before con-
necting the manifold gauge set. If the system indicates
Insufficient cooling or no cooling, the following points
should be checked before proceeding with the system
diagnosis procedures.
PREPARING FOR DIAGNOSIS
Successfully servicing an air conditioning system, be-
yond the basic procedures outlined in the previous
section, requires additional knowledge of system test-
ing and diagnosis.
A good working knowledge of the manifold gauge set
is required to correctly test and diagnose an air condi-
tioning system. An accurate testing sequence is usually
the quickest way to diagnose an internal problem.
When correctly done, diagnosis becomes an accurate
procedure rather than guesswork.
Compressor Belt - Must be tight, and properly
aligned.
Compressor Clutch - The clutch must engage. If
it does not, check fuses, wiring, and switches.
Oil Leaks - Inspect all connection or components
for refrigeration oil leaks (especially in the area
of the compressor shaft). A leak indicates an
R-12 refrigerant leak.
Electrical Check - Check all wires and connec-
tions for possible open circuits or shorts. Check
all system fuses.
Note: Some systems use different safety devices in the
compressor circuit to protect the compressor. Check
the thermal fuse, the low pressure cutout switch, high
pressure cutout switch or trinary pressure switch if
equipped.
Cooling System - Check for correct cooling sys-
tem operation. Inspect the radiator hoses, heater
hoses, clamps, belts, water pump, thermostat
and the radiator for condition or proper opera-
tion.
Radiator Shutters - Inspect for correct operation
and controls, if equipped.
Fan and Shroud - Check for proper operation of
fan clutch. Check installation of fan and shroud.
Heater/Water Valve - Check for malfunction or
leaking.
System Ducts and Doors - Check the ducts and
doors for proper function.
Refrigerant Charge - Make sure system is prop-
erly charged with the correct amount of refriger-
ant.
PRELIMINARY STEPS
The following steps outline the correct procedures
necessary to prepare the truck and the system for
testing and diagnosis:
1. Correctly connect the manifold gauge set to the
system. Refer to the connection and purging pro-
cedures outlined in this section.
2. Run the engine with the air conditioning system on
for five to ten minutes to stabilize the system.
3. With the engine and the system at normal operat-
ing temperature, conduct a Performance Test as
outlined in this section.
DIAGNOSIS OF GAUGE READINGS & SYSTEM
PERFORMANCE
The following Troubleshooting Chart lists typical mal-
functions encountered in air conditioning systems. In-
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 Suggested Cor-
rective Action for suggested service procedures.
M9-24 Air Conditioning System M09003 11/95
for R-12 Refrigerant
TROUBLESHOOTING CHART
Possible Causes Suggested Corrective Action
TROUBLE: Insufficient Cooling
Indications:
Low side pressure LOW
High Side Pressure LOW
Discharge air is only slightly cool
Bubbles observed in sight glass
Low R-12 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. Discharge R-12 from system.
2. Repair leaks as necessary.
3. Check and replace any compressor oil lost due
to leakage.
4. Evacuate System
5. Charge System
6. Performance Test System
TROUBLE: Little or No Cooling
Indications:
Low side pressure VERY LOW
High side pressure VERY LOW
Discharge Air Warm
No bubbles observed in sight glass,
May show oil streaks.
R-12 sensing pressure switch may have compressor
stopped.
R-12 Refrigerant excessively low; leak in system.
1. Add Refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
2. It may be necessary to use a jumper wire to en-
able the compressor to operate if it has shut
down due to pressure sensing switch.
3. Discharge system, and repair leak.
4. Check and replace any compressor oil lost due
to leakage.
5. Evacuate System
6. Charge System
7. Performance test system.
M09003 11/95 Air Conditioning System M9-25
for R-12 Refrigerant
TROUBLE: Insufficient or No Cooling
Indications:
Low side pressure TOO HIGH
High side pressure TOO HIGH
Discharge air not cool
Occasional bubbles appear in sight glass
Air and/or moisture in system
Large amounts of air will indicate higher gauge read-
ings since the air is non-condensable under these
pressures. Hot gas (air) enters the evaporator, taking
space of R-12, causing temperature and pressure to
increase.
NOTE: Excessive moisture may be indicated with nor-
mal gauge readings and then low side dropping into a
vacuum and high side lowering also. This usually oc-
curs during the hottest part of a hot day when system
demand is increased. R-12 freezes at the expansion
valve, blocking R-12, compressor evacuates low side,
into high side. Since R-12 cant flow past expansion
valve, it super cools in condenser causing tempera-
tures and pressures to decrease on the high side.
1. Since system is saturated with air/moisture, Dis-
charge R-12
2. Replace receiver-drier (desiccant)
3. Change refrigerant oil
4. Flush system components
5. Evacuate system thoroughly
6. Charge system
7. Performance test system
TROUBLE: Insufficient or No Cooling
Indications:
Low side pressure HIGH
High side pressure NORMAL TO HIGH
Discharge air is warm
Suction hose shows heavy sweating
(considerable moisture)
Expansion Valve Malfunction (stuck open)
Expansion valve isnt providing the restriction needed
for a proper pressure drop, R-12 flow is excessive and
condenser cannot remove enough B.T.U.s causing
higher pressures and temperatures.
1. Operate system and spray liquid R-12 onto the
capillary tube (thermal bulb) or the head of the
expansion valve. Low side should drop into a
vacuum, indicating valve is all right. Clean sur-
faces of thermal bulb and contact area, secure
in place and install insulating material.
2. If low side does not drop into a vacuum when
valve is cooled, discharge system and replace
expansion valve.
3. Evacuate System
4. Charge System
5. Performance test system
M9-26 Air Conditioning System M09003 11/95
for R-12 Refrigerant
TROUBLE: Insufficient Cooling
Indications:
Low side pressure TOO LOW (VACUUM)
High side pressure NORMAL TOO LOW
Discharge air only slightly cool
Expansion valve outlet frosty or sweaty
Expansion valve malfunction (stuck closed)
Restriction near expansion valve (valve itself, inlet or
outlet screen clogged) or lost charge in thermal bulb
causing compressor to evacuate low side, R-12 super
cools in condenser because of restricted flow, lowering
temperature and pressure.
1. Operate system and warm up expansion valve &
thermal bulb area (hair dryer or with hand). Low
side pressure should increase, indicating valve
is all right. Clean surfaces, secure in place and
insulate.
2. If no change is observed, discharge system and
replace expansion valve.
3. Evacuate system
4. Charge system
5. Performance test system
M09003 11/95 Air Conditioning System M9-27
for R-12 Refrigerant
AMBIENT
TEMPERATURE
(F)
MANIFOLD GAUGE READING (PSI) EVAPORATOR
OUTLET TEMP.
(F)
Low Side High Side
60 0--4 95--115
65 4--8 105--125
70 8--12 115--135
35--55
75 12--14 130--150
80 12--18 150--170
85 16--20 165--185
90 18--22 175--195
95 22--24 185--205
100 24--27 210--230
105 25--29 230--250
110 26--32 250--270
115 30--36 265--285
120 32--42 285--310
FIGURE 9-20. TEMPERATURE/PRESSURE RELATIONSHIP
NOTE: The pressures shown in this table are representative. They will vary depending upon
system configuration, components and operating conditions. Evaporator outlet tempera-
tures will vary depending upon thermometer placement location, blower fan speed and
system conditions.
M9-28 Air Conditioning System M09003 11/95
for R-12 Refrigerant
AUTOMATIC POSITIVE LOCKING DIFFERENTIAL
The automatic positive locking differential is an
Option which may be installed when truck is originally
manufactured or may be installed in the truck to re-
place the standard HAULPAK

differential.
Installation Of Locking Differential To Replace
The Standard HAULPAK

Differential
1. Refer to Section "G" for Differential Carrier Assem-
bly Removal, Differential Cage Removal, and Dif-
ferential Cage Disassembly.
2. Remove all roll pins from differential cage.
3. None of the internal parts of the HAULPAK

differential cage will be used at assembly.


4. Install complete locking differential (3, Figure 12-1)
with retainer (1). Install differential cage cap (4),
tighten capscrews (2) to standard torque and
safety wire.
5. Be sure to remove retainer (1) before differential
carrier assembly is installed in final drive case.
6. Refer to Section "G" for Differential Assembly to
Carrier, Backlash Adjustment Bearing, Bearing
Preload and Installation into Final Drive Case.
Locking Differential Disassembly
The positive locking differential contains com-
pressed springs. Install retainer (1, Figure 12-1)
before separating differential cage. Place differen-
tial assembly in press and maintain pressure on
assembly as retainer is removed. Carefully release
press until springs are no longer compressed.
Failure to observe this warning can cause personal
injury.
1. Refer to Section "G" for Differential Carrier Assem-
bly Removal, Differential Cage Removal, and Dif-
ferential Cage Disassembly.
2. Install retainer (1, Figure 12-1) before removing
differential cage cap (4).
3. After locking differential has spring pressure re-
leased, inspect all parts for chipped splines and
teeth. If splines or teeth are chipped, replace.
4. Check spring rate. At a length of 1.43 in. (36.3 mm),
the load should be 220 22 lbs. (99.8 9.9 kg).
FIGURE 12-1. LOCKING DIFFERENTIAL
1. Retainer 3. Locking Differential
2. Capscrews 4. Differential Cage Cap
M12001 Automatic Positive Locking Differential M12-1
Automatic Locking Differential Assembly
1. Be sure all parts are clean.
2. Assemble components to allow for compression
of springs (2, Figure 12-2) and installation of re-
tainer (1, Figure 12-3).
3. Place one spring (2, Figure 12-2) over hub of side
gear (1). Be sure spring is fully seated on side
gear.
4. Install cup end of spring retainer (3) on spring.
5. Place driving clutch (4) on spring retainer with
teeth pointing away from spring.
6. Be sure that these components freely engage as
driven clutch is pushed against spring and splines
engage side gear splines.
7. Install spider and center cam (5) on driven clutch.
Check that long tooth on spider indexes slot in
hold out ring of driven clutch and lugs of hold out
ring engage slots in center cam.
8. Install second driven clutch (4), spring retainer (3),
spring and side gear.
9. Compress assembly and install retainer (1, Figure
12-3).
Locking Differential Installation in Cage
The locking differential can be assembled as a unit with
retainer installed and placed in differential cage, or the
individual components can be installed in differential
cage and assembly compressed for installation of cage
retaining capscrews.
1. Place locking differential in ring gear end of differ-
ential cage.
2. Install differential cage cap (4, Figure 12-3) and
retaining capscrews (2). Tighten to standard
torque and safety wire.
Be sure to remove retainer (1) before installing
differential cage in carrier.
3. Refer to Section "G" for Differential Assembly In-
stallation to Carrier, Backlash Adjustment Bearing
Preload and Installation Into Final Drive Case.
FIGURE 12-2. LOCKING DIFFERENTIAL ASSEMBLY
1. Side Gear 4. Drive Clutch
2. Spring 5. Spider and Center Cam
3. Spring Retainer
FIGURE 12-3. LOCKING DIFFERENTIAL
1. Retainer 3. Locking Differential
2. Capscrews 4. Differential Cage Cap
M12-2 Automatic Positive Locking Differential M12001
RADIATOR SHUTTERS
TEMPERATURE CONTROL CIRCUIT
The temperature control system contains a solenoid
valve, temperature switch and relay, shutter control
cylinder, radiator shutter assembly and the necessary
hoses and wiring for operation.
OPERATION
Hydraulic pressure to operate the shutters is supplied
from a pilot port on the auxiliary manifold and directed
to the solenoid valve located on the right side of the
radiator top tank.
On engine start up, the solenoid valve will be in its
normally open position, allowing oil pressure to be
applied to the shutter control cylinder to move the
shutters to a fully closed position. This blocks air flow
through the radiator to speed the warm up of coolant
through the system.
The 24 volt unswitched side of the engine oil pressure
switch supplies 24 volts to the solenoid switch.
As the system coolant temperature approaches normal
operating levels, the temperature switch on the engine
thermostat housing will, at approximately 185
o
F
(85
o
C), close and provide a ground for the solenoid
valve. The solenoid valve will then shift and redirect
pressure oil to the cylinder, opening the shutters.
To maintain proper pressures in the air conditioning
system, an over ride circuit to open the shutters is
provided by using the trinary switch located on the
receiver-dryer. When refrigerant pressure at the re-
ceiver-dryer reaches approximately 200-230 psi (1.38-
1.59 MPa), twenty-four volts from the engine oil
pressure switch will be allowed through the trinary
switch to the coil side of the relay. The relay (located
on the top side of the radiator shroud), will close the
normally open contacts and provide a ground for the
shutter solenoid valve. The solenoid valve will then shift
and redirect pressure oil to the cylinder, opening the
shutters.
M19001 Radiator Shutters M19-1
NOTES:
M19-2 Radiator Shutters M19001
SECTION N
OPERATORS CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Adjustment Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-2
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-2
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Water Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Heater/Air Conditioner
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
OPERATOR CONTROLS AND INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . N5-1
OPERATOR CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Retarder Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
INSTRUMENT PANEL (Right Side) . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
HEATER/AIR CONDITIONER CONTROLS . . . . . . . . . . . . . . . . . . . . . . N5-12
THROTTLE CONTROL PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
N01009 3/90 Index N1-1
NOTES
N1-2 Index N01009 3/90
TRUCK CAB
Removal
1. Raise the truck body and install the body-up
retaining pin (1, Figure 2-1) to secure body in the
fully raised position.
2. Block the wheels of the truck.
3. Insure key switch has been Off for at least 90
seconds to allow steering accumulator oil to drain
back to tank. Check by turning steering wheel.
4. Bleed the pressure from the brake accumulators
by turning the bleeder valves located on the Low
Brake Pressure Detection Module counterclock-
wise. When the accumulators are completely bled
down, close bleeder valves by turning the bleeder
valve handles clockwise. Do not leave valves
open.
Make certain the steering and brake accumulators
are completely bled down before any components
are disconnected. Rotate the steering wheel, no
movement should occur.
NOTE: The hydraulic hoses on the steering control
valve and the brake manifold do not need to be discon-
nected to remove the cab. The steering control valve
and brake manifold can be removed as assemblies
with hoses attached. If necessary to remove these
components from the truck for repairs etc., mark all
hoses prior to removal and cap all openings to prevent
contamination.
5. Disconnect battery cables using the following
sequence:
a. Turn the ATEC power switch Off.
b. Remove the battery positive (+) cable.
c. Remove the battery negative (-) cable.
NOTE: Identify all electrical connection points and
wires before disconnecting.
6. Disconnect required transmission and engine cir-
cuit wiring inside the cab and pull wires through
routing holes from under the rear portion of the
cab, near the horse collar. Make certain all wiring
is disconnected and retaining devices removed.
7. Disconnect the four cannon plugs and any other
single harness connectors from under the front
part of the cab bottom. A T connection is pro-
vided underneath the cab for disconnecting the
power cable leading to the instrument panel.
8. Remove all retaining clamps securing hoses and
wiring to the cab.
9. Protect the ends of the electrical cables and wires
from damage and contamination and secure
them to prevent interference with the cab re-
moval.
FIGURE 2-1. BODY-UP PIN INSTALLATION
1. Body-up Retaining Pin
2. Body
3. Body Pivot Pin
4. Frame
N02006 4/92 Truck Cab N2-1
10. Remove capscrews at flange (3, Figure 2-2). Re-
move nuts (6), washers (7 & 8) and capscrew (9)
at each rubber bushing. Lower the valve assembly
from the mount and support assembly to prevent
damage to hoses if still attached.
NOTE: If the steering control valve is to be removed
for repairs, refer to Hydraulic System, Section "L",
Steering Control Valve.
11. Tag and remove hoses from the retarder treadle
valve. Cap openings to prevent contamination.
12. Remove capscrews securing brake manifold and
treadle valve to the cab floor.
13. Lower the brake manifold, treadle valve and hoses
away from the cab floor and support assembly to
prevent damage to hoses if still attached.
NOTE: If repairs are required on the assembly, refer
to Brake Circuit Component Service, Section "J".
14. Disconnect the cable from throttle control by re-
moving the clevis pin and cable anchor. Secure
cable out of the way.
15. Remove capscrews retaining the section of hood
nearest the right side of the cab and set the hood
section aside.
Do not disconnect any heater or air conditioning
hoses from assembly for removal of cab.
FIGURE 2-2. STEERING CONTROL VALVE
1. Universal Joint
2. Stub Shaft
3. Flange & Isolator
4. Steering Valve Column
5. Mounting Plate
6. Nut
7. Lockwasher
8. Flatwasher
9. Capscrew
10. Steering Control
Valve
11. Valve Mounting
Plate
FIGURE 2-3. HEATER/AIR CONDITIONER
MOUNTING
1. Capscrews
2. Filter Assembly
3. Slotted Head
Capscrews
4. Heater/Air Conditioner
Assembly
5. Capscrews
N2-2 Truck Cab N02006 4/92
16. Remove capscrews (5, Figure 2-3) and filter as-
sembly (2) to provide the necessary clearance of
heater/air conditioner removal.
17. Release the two latches on the emergency exit
window (right side) and raise it. Remove slotted
head capscrews (3).
18. Remove the capscrews (1) retaining the heater/air
conditioner assembly and carefully lower assem-
bly onto the remaining hood structure.
19. Remove rear cover plate near the heater/air con-
ditioner controls and disconnect the necessary
electrical wires from the cab circuit.
The heater/air conditioner assembly weighs ap-
proximately 100 lbs. (45.36 Kg). Use caution while
removing assembly. Make certain heater/air con-
ditioner hose retaining clamps are removed from
cab section before attempting assembly removal.
It is not necessary to disconnect any heater or air
conditioner hoses from assembly to remove from
cab.
20. Slide the assembly off the hinges and secure it out
of the way of cab removal.
21. Loosen the capscrews holding the deck structure
on the left side of the cab.
22. Position a lifting strap around the center of deck
structure so that its weight is evenly distributed
and take up slack.
23. Remove the capscrews and the left deck from the
truck.
24. Disconnect electrical wires on the headlights and
turn signal mounted on the left deck structure.
25. Loosen the capscrews holding the front left deck
structure to the cab and attach lifting strap around
structure so its weight is evenly distributed. Take
up slack.
26. Remove capscrews and front deck and railing from
truck position deck structures out of the way.
27. Install four eyebolts (1, Figure 2-5) in tapped pads
welded in the roof of the cab. The threads of the
tapped pads are 0.62--11 UNC.
FIGURE 2-4. HEATER/AIR CONDITIONER
ASSEMBLY REMOVAL
1. Hood Structure
2. Heater/Air Conditioner Assembly
3. Hinges
FIGURE 2-5. LIFTING CAB ASSEMBLY
1. Eye Bolts 2. Lifting Device
N02006 4/92 Truck Cab N2-3
The integral ROPS cab assembly weighs approxi-
mately 2800 lbs. (1271.2 Kg). Make certain lifting
apparatus is of adequate capacity.
28. Install lifting device to the four eyebolts in cab roof.
As illustrated in Figure 2-5. Take up slack.
29. Remove capscrews (3, 5 and 8, Figure 2-6) from
cab mounting pins under the cab.
30. Drive out pins (2, 6 and 7) from mounting pads and
strut and remove cab assembly from the truck.
Secure the strut to prevent it from swinging down
during pin removal.
Installation
The integral ROPS cab assembly weighs approxi-
mately 2800 lbs. (1271.2 Kg). Make certain lifting
apparatus is of adequate capacity.
1. Install four eyebolts in tapped pads welded in the
roof of the cab. The threads of the tapped pads
are .62--11 UNC.
2. Install lifting device to the four eyebolts in cab roof
and take up slack.
3. Lift cab into position and install threaded shaft (2,
Figure 2-6) and pins (6 and 7).
4. Install capscrews (5 and 8) and tighten to standard
torque. Install clamp structures (1) and locknuts
(3) and tighten to 300 ft.lbs. (407 N.m) torque.
5. Remove lifting device and four eyebolts from the
cab roof.
6. Install lifting device around the front deck and
railing and lift deck into position on truck.
7. Install all capscrews that retain the deck and
railing in place. Tighten to standard torque.
8. Install lifting device around the left deck and
position it on the left side of the cab.
9. Install capscrews that retain the deck structure in
place. Tighten to standard torque.
10. Connect electrical wires on headlights and turn
signal mounted on front deck structure.
The heater/air conditioner assembly weighs ap-
proximately 100 lbs. (45.36 Kg). Use caution while
installing assembly.
11. Slide the heater/air conditioner assembly onto the
hinges on the right side of the cab and allow the
assembly to rest on hood structure.
FIGURE 2-6. CAB MOUNTING POINTS
1. Clamp Structure (two)
2. Threaded Shaft
3. Locknuts (two)
4. Strut
5. Capscrew
6. Pin
7. Pin
8. Capscrew
N2-4 Truck Cab N02006 4/92
12. Connect electrical wires into the rear portion of the
assembly to the control switches and install the
rear cover plate.
13. Swing the assembly up into position on the cab
and install capscrews (1, Figure 2-3). Tighten to
standard torque.
14. Install the slotted head capscrews (3) into the
upper portion of the assembly and tighten to
standard torque.
15. Install filter assembly (2) and capscrews (5).
Tighten to standard torque.
16. Install the left section of the hood into position near
right side of cab and capscrews. Tighten to stand-
ard torque.
17. Install brake manifold and treadle valve. Tighten
capscrews to standard torque.
18. Remove caps and attach hoses to retarder valve.
19. Install throttle control and tighten capscrews to
standard torque. Connect cable and install clevis
pin and cable anchor.
20. Insert steering control valve (10, Figure 2-2)
through cab floor and align splines on valve col-
umn with the isolator flange assembly. Install cap-
screws (9) through the rubber bushings from the
bottom side of the mounting plate (11). Install
flatwashers, lockwashers, and nuts. Install cap-
screws in isolator flange (3) and tighten to stand-
ard torque.
21. Connect the four cannon plug connectors and any
other single harness connectors under the front
part of the cab bottom.
NOTE: Make certain connections are clean and se-
curely hand tightened.
22. Connect transmission and engine circuit wiring
inside the cab.
23. Install all harness and hose retaining devices
inside cab and under cab to prevent abrasion
and/or damage.
24. Connect battery cables in the following sequence:
a. Install battery negative (-) cable.
b. Install battery positive (+) cable.
c. Turn ATEC power switch On.
25. Start the engine and check for any hydraulic leaks
and for proper operation of instrument panel com-
ponents.
26. Remove body-up retaining pin and lower body.
27. Check hydraulic oil; add oil if needed. Refer to
Section "P", Lubrication and Service.
Refer to Brake System, Section "J " to bleed the
brake system and to checkout brake circuit before
releasing the truck for operation.
28. Bleed and check operation of brakes.
Refer to Hydraulic System, Section "L", Steering
Circuit to checkout steering circuit before releas-
ing the truck for operation.
29. Check the operation of the steering circuit.
30. Check the operation of the throttle and retarder
controls. Refer to procedures in Section "C" for the
throttle and Section "J" for the retarder if adjust-
ments are required.
N02006 4/92 Truck Cab N2-5
Notes
N2-6 Truck Cab N02006 4/92
OPERATOR COMFORT
OPERATOR SEAT
The operators seat provides a fully adjustable cush-
ioned ride for the drivers comfort and ease of opera-
tion. The seat is independently mounted from the cab
for easy maintenance and repair.
Adjustment
The following adjustments must be made while sitting
in the seat.
1. To adjust fore/aft location of seat:
a. Raise slide adjustment lever (2, Figure 4-1).
b. Move seat backward or forward as desired.
2. To adjust seat height:
a. Depress the Height Adjust lever (1).
b. Adjust seat assembly to desired height.
3. To adjust weight:
a. Turn knob Weight Adjust (3).
b. Moving knob clockwise decreases cushioning
effect of seat and turning counterclockwise in-
creases cushioning effect.
c. Proper adjustment results in Weight Indicator
(4) being flush with seat base while operator is
seated.
4. To adjust seat cushion:
a. Raise Cushion Tilt Latch lever (3, Figure 4-2)
on left side of seat.
b. When lever is unlatched, choose between two
different positions.
Removal
1. Remove capscrews, lockwashers and nuts (7,
Figure 4-1) that secure seat base to seat riser.
2. Remove seat assembly from cab to clean work
area for disassembly.
Seat Weight: 102 lbs. (46.3 kg).
Installation
1. Mount seat assembly to seat riser. Install cap-
screws, lockwashers and nuts. Tighten cap-
screws to 35 ft. lbs. (47.5 N.m) torque.
2. Install stop cable ends (2, Figure 4-2) if they were
removed.
FIGURE 4-1. SEAT ADJUSTMENT CONTROLS
1. Height Adjustment
2. Slide Adjustment
3. Weight Adjustment
4. Weight Indicator
5. Lower Housing
6. Boot
7. Capscrews,
Lockwashers & Nuts
FIGURE 4-2. STOP CABLE & TILT LATCH
1. Capscrew , Washer & Nut
2. Stop Cable
3. Tilt Latch
4. Capscrew
N04007 6/98 Operator Comfort N4-1
Disassembly
1. Remove springs (3, Figure 4-3) from spacer bar
(39) and link (2).
2. Remove bolts and washers (9) and nuts (4) secur-
ing back cushion (5) to side brackets (1 & 7) and
remove cushion.
3. Remove link (2) from back of cushion only if
replacement is necessary.
4. Before starting any further disassembly, adjust the
seat height to highest position and turn the weight
adjustment lever clockwise to release tension
from spring (18).
5. Remove suspension boot (33).
6. Remove spring (8) from side brackets and cush-
ions (6).
7. Remove capscrews, nylon washers and nuts (10)
securing seat cushion to side brackets. Remove
seat cushion.
8. Remove bolts, washers and nuts (41) securing
cables (40) and spacer bar (39) to side brackets.
9. Remove locknuts and washers (37) securing side
brackets to cross link assembly (36). Remove side
brackets.
10. Remove locknuts (32) and nylon bearings (20) from
bearing shafts (19).
Seat spring (18) is under pressure. Use care when
removing bearing shafts from seat suspension.
11. Remove bearing shafts (19) from seat suspensions
(16).
12. Remove upper housing (34) and cross link assem-
bly (36) as an assembly.
13. Remove capscrews (38) and springs (35) from
cross links only if replacement is necessary.
14. Remove nylon bearing and locknut (29) from shoul-
der bolts (24) securing shock absorber to lower
housing (27). Remove shock absorber.
15. Remove spring (18) and spring pad (23).
16. Remove nylon slider blocks (17) from seat suspen-
sion (16).
17. Remove slide stop (26) and lower housing (27)
from slide track (28).
18. Remove rollers (25) from lower housing if replace-
ment is necessary.
Inspection
1. Check the shock absorber (30) for oil leakage
around shock absorber shaft. The unit should
have a stiff action in one direction, if not, replace
with a new unit.
2. Check and clean nylon tube bearings (20) and
nylon slider block bearings (17).
3. Check rollers (25) for wear. Bearings are sealed
units and cannot be greased.
4. Clean and inspect slide track (28) and slide latch
assembly (22) on lower housing (27).
5. Inspect teeth on gear and shaft assemblies (14 &
15).
6. Inspect spring (12) and teeth on latch (13).
7. Check spring (18) and spring pad (23) for damage.
8. Check rubber bumpers (11) for wear.
9. Add grease where necessary. Clean all parts be-
fore assembling seat.
Assembly
1. Mount rollers (25) onto lower housing (27) if re-
moved or replaced.
2. Mount lower housing (27) into slide track (28) and
install slide stop (26).
3. Install nylon tube bearings (20) onto bearing shafts
(19).
4. Mount spring (18) and spring pad (23) on lower
housing.
5. Install nylon slider blocks (17) onto seat suspen-
sion (19).
6. Mount seat suspension (16) between lower hous-
ing (27) and upper housing (34).
7. Slide lower bearing shaft (19) through lower hous-
ing (27) and seat suspension (16). Slide upper
bearing shaft through upper housing (34), shock
absorber (30) and nylon bearing (31).
N4-2 Operator Comfort N04007 6/98
FIGURE 4-3. OPERATOR SEAT
1. Left Side Bracket
2. Tilt Back Link
3. Spring
4. Nut
5. Back Rest Cushion
6. Seat Cushion
7. Right Side Bracket
8. Spring
9. Bolt & Washer
10. Capscrew, Nylon Washers
& Nut
11. Bumper
12. Spring
13. Latch
14. Gear & Shaft Assembly
15. Gear & Shaft Assembly
16. Seat Suspension
17. Nylon Slider Block
18. Spring
19. Bearing Shaft
20. Nylon Tube Bearing
21. Spring
22. Slide Latch Assembly
23. Spring Pad
24. Shoulder Bolt
25. Roller
26. Slide Stop Spacer &
Capscrew
27. Lower Housing
28. Slide Track
29. Nylon Bearing & Locknut
30. Shock Absorber
31. Nylon Bearing
32. Locknut
33. Suspension Boot
34. Upper Housing
35. Spring
36. Cross Link Assembly
37. Locknut & Washer
38. Capscrews
39. Spacer Bar
40. Cable
41. Bolt, Washer & Nut
N04007 6/98 Operator Comfort N4-3
8. Install lower part of shock absorber (30) and nylon
bearings (29) onto lower housing (27) with shoul-
der bolts (24) and locknuts.
9. Mount cross link assembly (36) and springs (35)
onto lower housing with capscrews (38) if removed
or replaced.
10. Install side brackets (1 & 7) onto cross link assem-
bly (36) with nuts and washers (37).
11. Install seat cushion (6) onto side brackets and
secure with capscrews, nylon washers and nuts
(10).
12. Mount spacer bar (39) and cables (40) to side
brackets with capscrews, washers and nuts (41).
13. Install springs (8) to side brackets and bottom of
seat cushion.
14. Mount link (2) onto cushion, if removed or replaced.
15. Mount back cushion (5) to side brackets with
capscrews and washers (9).
16. Install springs (3) to spacer bar (39) and link (2).
17. Mount suspension boot (33) onto upper and lower
housings.
HEATER/AIR CONDITIONER
Heat for the cab is provided by passing coolant from
the engine cooling system through a heater core. Blow-
ers move air across the heating core which warms the
air for heating or defrosting.
For heater operation, start the engine and allow it to
warm up. Move the toggle switch to the Heat position,
pull the (push-pull) temperature control knob out and
turn the blower to high, medium or low speed for
desired air flow. The temperature control will provide
maximum heat output when pulled out as far as possi-
ble. To decrease temperature, push the knob in until
desired temperature is attained.
For air conditioner operation, place the toggle switch
in the A/C position and push the temperature knob
in. Adjust the air temperature using the A/C TEMP
knob.
WATER CONTROL VALVE
The water control valve is controlled by a cable leading
to the push-pull temperature control. The lever opens
or closes the valve in varying degrees according to the
position of the control knob.
A leaky control valve will allow heated water to pass
through the hose between the valve and the heater
core. If the hose is warm and the push-pull tempera-
ture control knob is in the cool position, check cable
adjustment to be certain that the control valve is being
completely closed.
If the hose is still warm after these checks, the control
valve is leaking and should be replaced. The control
valve has a directional arrow stamped on the body, this
arrow must point in the direction of flow for valve to
operate properly.
Heater/Air Conditioner Removal
The coolant system is pressurized by thermal ex-
pansion of the water. DO NOT remove radiator cap
while engine is hot. Severe burns may result.
1. Relieve radiator pressure by slowly loosening ra-
diator cap.
2. To minimize coolant inside operators cab, place
temperature control in Off position. Close shut-
off valve on engine block attached to heater inlet
hose. Remove hose from valve.
3. Remove capscrews retaining the section of hood
nearest the right side of the cab and set the hood
section aside.
4. Remove capscrews (5, Figure 4-4) and filter as-
sembly (2) to provide the necessary clearance of
heater/air conditioner removal.
5. If removal of heater/air conditioner assembly re-
quires the assembly to be completely removed
from truck, refer to Section M, Air Conditioning
Discharging, to discharge the R-12.
DO NOT disconnect any air conditioning hoses
from assembly until system is properly discharged.
Refer to discharging procedures in Section "M".
6. If required, discharge the air conditioning system
and disconnect hoses to the evaporator. Tightly
cap hoses and connections.
N4-4 Operator Comfort N04007 6/98
7. Loosen clamp securing heater return line (line
without valve) to heater core. Loosen line until it
starts to leak, then move Push-Cool/Pull-Heat
control knob to Heat position. Heater core will
drain through hose removed from the shut-off
valve on the engine block.
NOTE: Make certain return line, loosened in Step 7, is
sucking air to prevent siphoning of coolant from radia-
tor and engine.
8. Release the two latches and raise the emergency
exit window (right side) to provide access to the
slotted head capscrews (3).
9. Remove the capscrews (1, Figure 4-4) retaining
the heater/air conditioner assembly and carefully
lower assembly onto the remaining hood struc-
ture as illustrated in Figure 4-5.
10. Remove rear cover plate near the heater/air condi-
tioner controls and disconnect the necessary elec-
trical wires from the cab circuit.
The heater/air conditioner assembly weighs ap-
proximately 100 lbs. (45.36 Kg). Use caution while
removing assembly. Make certain heater/air condi-
tioner hose retaining clamps are removed from cab
section before attempting assembly removal.
11. Slide the assembly off the hinges.
FIGURE 4-4. HEATER/AIR CONDITIONER
MOUNTING
FIGURE 4-5. HEATER/AIR CONDITIONER
ASSEMBLY REMOVAL
N04007 6/98 Operator Comfort N4-5
Installation
The heater/air conditioner assembly weighs ap-
proximately 100 lbs. (45.36 Kg). Use caution while
installing assembly.
1. Slide the heater/air conditioner assembly onto the
hinges on the right side of the cab and allow the
assembly to rest on hood structure.
2. Connect electrical wires into the rear portion of the
assembly to the control switches and install the
rear cover plate.
FIGURE 4-6. HEATER ASSEMBLY
1. Air Intake Cover
2. Housing Assembly
3. Core Cover
4. Entry Ring
5. Blower Assembly
6. Motor
7. Blower Assembly
8. Blower Wheel
9. Motor Retainer
10. Panel
11. Water Control Valve
12. Heater Core
13. Resistor
14. Cover Assembly
15. Plate
16. Evaporator
17. Expansion Valve
18. Drain Hose
19. Air Diffuser
20. Control Panel
21. Switch (HI, MED, LO)
22. Control Cable
23. Bezel Nut
24. Switch (Heat-A/C)
25. Thermostat
26. Knob
27. Louver
28. Filter
29. Clip Filter (Not Shown)
N4-6 Operator Comfort N04007 6/98
3. Connect heater hoses, tighten clamps securely to
prevent leaks.
4. If removed, connect heater hose to shut-off valve
on engine block. Open the shut-off valve.
5. If removed, connect air conditioning hoses to
evaporator. Refer to Section M to charge and
performance test the system.
6. Swing the assembly up into position on the cab
and install capscrews (1, Figure 4-4). Tighten to
standard torque.
7. Install the slotted head capscrews (3) into the
upper portion of the assembly and tighten to
standard torque.
8. Install filter assembly (2) and capscrews (5).
Tighten to standard torque.
9. Install the left section of the hood into position near
right side of cab and capscrews. Tighten to stand-
ard torque.
10. Check coolant level in radiator and refer to Section
"P", lubrication and service for appropriate mixture
of antifreeze.
11. Start engine and move the Push-Cool/Pull-Heat
control knob the the Heat position. Run engine
for a short time for coolant to completely fill the
heater circuit and lines.
12. Shut down engine, recheck coolant level and add
coolant mix, if necessary.
13. Start engine. When unit is up to operating tempera-
ture, check out heater/air conditioner system.
14. Shut down engine.
Disassembly
1. Remove cover (3, Figure 4-6) from heater assem-
bly by removing screws on each side and at upper
front of the cover.
2. Remove both hoses and clamps from heater core
fittings.
3. Slide heater core (12) from unit.
4. Remove screws holding motor retainer (9) in
place.
5. Disconnect electrical wiring from blower motor.
Wires are color coded for easy identification. Note
proper connection location.
6. Slide out motor and blower assembly from hous-
ing (2, Figure 4-6).
7. Remove screws holding entry ring (4) to blower
housings (5 & 7).
8. Remove entry ring (4).
9. Loosen setscrews on blower motor shafts holding
blower wheels (8) in place.
10. Remove blower wheels (8).
11. Remove two nuts holding each end of motor (6) to
blower housings (5 & 7).
NOTE: Mark position of blower housing and fan with
respect to motor to insure proper fan rotation at assem-
bly.
12. Remove blower housings.
Inspection
1. Clean and check blower wheels.
2. Check operation of blower motor.
a. If noisy oil bearing.
b. If bearings are loose, repair or replace motor.
3. Clean blower housings (5 & 7).
4. Clean filter (28, Figure 4-6).
5. Clean drain hose (18).
Assembly
1. Install blower housings (5 & 7) on each end of
motor and secure in place with two machine nuts
on each side.
NOTE: To insure proper fan rotation, reassemble unit
using match marks made at disassembly.
2. Install blower wheels (8) on blower motor shafts.
Position blower wheels and tighten setscrews.
3. Spin blower wheels to make sure wheels do not
rub on blower housings.
4. Install entry rings (4) on sides of blower housing
(5 & 7). Install and tighten screws.
5. Install motor and blower assembly into housing (2,
Figure 4-6).
N04007 6/98 Operator Comfort N4-7
6. Connect electrical wiring to blower motor. Wires
are color coded for easy identification (Orange,
Black).
7. Install motor retainer (9) in place and install ma-
chine screws and tighten securely.
8. Slide heater core (12) into housing (2).
9. Install both hoses and clamps to heater core (12)
and tighten.
10. Install filter (28) in bottom of housing (2).
11. Install cover (3) to heater assembly mount screws
and tighten.
12. Check operation of Push-Cool/Pull-Heat control
knob to see that it works freely.

N4-8 Operator Comfort N04007 6/98
OPERATOR CONTROLS AND INSTRUMENT PANEL
Access to back of instrument panel to service wiring and gauges can be obtained by removing three capscrews (not
shown above) from top of panel and swinging panel toward the operator seat.
OPERATOR CONTROLS
The function and operation of each control is essential
knowledge for proper and safe operation of the ma-
chine. The following discussions reference items 1--10
in the Operator Controls illustration Figure 5-1.
(1) Steering Column And Controls
The steering column will tilt up and down and telescope
in and out to provide a comfortable drive position for
the operator, or move up and away for easy entry and
exit.
(2) Dimmer Switch And Turn Signals
The dimmer switch is located in the turn signal lever. If
headlights are on low beam, pulling the lever toward
the steering wheel will change headlights to high beam.
Pulling the lever again changes headlights back to low
beam.
Turn signals lights are activated by moving the lever
up to activate right turn lights, and moving the lever
down for left turn lights.
FIGURE 5-1. OPERATOR CONTROLS
1. Steering Wheel
2. Turn Signals and Dimmer Switch
3. Steering Wheel Tilt Lever
4. Horn/Telescope Adjustment
5. Hoist Control
6. Retarder Pedal
7. Brake Pedal
8. Throttle Pedal
9. Cigarette Lighter
10. Ash Tray
11. Range Selector
12. DO NOT SHIFT Light
(Not Shown - HAZARD Flasher Switch below Steering Wheel)
N05011 4/94 Operator Controls and Instrument Panel N5-1
(3) Tilt Lever
Adjust the tilt of the steering wheel by pulling the Tilt
Lever toward the steering wheel and moving the wheel
to the desired angle. Releasing the lever will lock the
wheel in the desired location.
(4) Horn And Telescoping Adjustment
The horn is activated by depressing the center but-
ton. Operation of the horn should be verified before
starting engine or moving truck.
The steering wheel adjustment may be moved in or
out (telescoped) by rotating the housing around the
horn button counterclockwise to unlock the adjust-
ment. After selecting the desired position, rotate the
housing clockwise to lock the adjustment.
Hazard Flasher Switch
Not shown in the previous illustra-
tion is the HAZARD flasher
switch. It is located below the
steering wheel, approximately in
the seven O clock position. Pull-
ing the switch out activates all turn
signal lights, causing all lights to
flash simultaneously. These should be used to mark the
truck when necessary to park an inoperative truck at
the side of the road or other unusual parking place.
(5) Hoist Control Lever
The hoist control lever is a three-position hand oper-
ated switch located to the left of the operator seat. A
push button in the center of the control knob must be
depressed to unlock the lever from the neutral position.
Pulling the lever up actuates the hoist circuit causing
body to raise. Hold lever in hoist position until load is
dumped. Releasing the lever from the hoist position will
place the body in a hold position.
To lower body, move the hoist lever to the Down
position and release. Releasing the lever, places the
hoist control valve in the Float position allowing the
body to return to the frame.
(6) Retarder Pedal
The Retarder Pedal is a foot operated pedal which
allows the operator to apply the rear, oil cooled brakes
only; the front brakes are not applied. The retarder
should be used to control the speed of the truck and
for non-emergency stops whenever speed and load
conditions permit.
(7) Brake Pedal
The Brake Pedal is a foot operated pedal controlling a
hydraulic valve, which applies both, the front dry disc
brakes and the rear wet disc brakes. The service brakes
should be used to slow or stop the truck whenever
saftey and/or truck speed/load conditions exceeds the
capability of the retarder.
(8) Throttle Pedal
The Throttle Pedal is a foot operated pedal which
allows the operator to control engine RPM.
(9) Lighter
Used for lighting cigars and cigarettes. Always use
CAUTION with smoking materials.
(10) Ash Tray
Used for extinguishing and depositing smoking mate-
rials. DO NOT use for flammable materials such as
paper wrappers. Be certain that all fire ash is extin-
guished.
FIGURE 5-2. HOIST CONTROL LEVER
N5-2 Operator Controls and Instrument Panel N05011 4/94
(11) Range Selector
The lever-type range selector has eight positions (R,
N, D, 5, 4, 3, 2 and 1). To change positions, release
the range holding mechanism on the lever (just below
the knob) and move lever to the desired range.
"N" NEUTRAL - used when starting engine. The truck
cannot be started unless the Range Selector is in
NEUTRAL position.
"R" REVERSE - use this position to back the truck. The
Reverse Warning Horn is activated when this gear is
selected.
COMPLETELY STOP the truck before shifting
from FORWARD to REVERSE or vice-versa.
"D" DRIVE - position. The transmission will shift to first
gear and as truck speed increases, the transmission
will automatically upshift through each gear to sixth
gear operation. As the truck slows down, the transmis-
sion will automatically downshift to the correct gear.
5, 4, 3, 2 - positions. Road and load conditions some-
times make it desirable to limit the automatic shifting
to a lower range. These positions provide greater en-
gine braking on grades. The transmission will not shift
above the highest gear selected. When conditions
improve, select position D for full range operation.
1 - Use this gear when pulling through mud and deep
snow, or when maneuvering in tight spaces, when
driving up or down steep grades where maximum
driving power and maximum engine braking is needed.
NOTE: As engine and ground speed increases, the
transmission will automatically UPSHIFT to the gear
range required up to the highest range selected. How-
ever, DOWNSHIFTS will not occur, regardless of gear
range selected, until engine and ground speed are
reduced to match the next lower gear range require-
ments.
(12) Do Not Shift Light
This light comes on anytime the on-board computer
finds a potentially serious problem in the system. The
computer will cause the transmission to lock-in-gear
and also to disengage the lockup clutch. These actions
by the computer reduces the possibility of damage to
the truck and transmission. The hold-in-gear feature
prevents upshifts and downshifts when a problem is
detected in the operation of the transmission. The
hold-in-gear circuit permits the transmission to con-
tinue to operate in the gear it was in at the time the DO
NOT SHIFT light and buzzer came On. Selection of
a different gear range will have no effect on the trans-
mission. The hold-in-gear circuit is released when the
engine is shut-off. If the problem causing the DO NOT
SHIFT light is still present when the engine is restarted,
the transmission will be in Neutral and will remain in
Neutral until the probem is corrected.
RESET PROCEDURE -
When the DO NOT SHIFT LIGHT and/or CHECK
TRANS light (on instrument panel) comes On, the
system can be cleared, or reset. To reset, bring the
vehicle to a stop at a safe location and shutdown
engine. Wait about 10 seconds and restart engine. If
the problem is temporary, the DO NOT SHIFT (11) and
CHECK TRANS lights will not come back On and the
truck can be operated in a normal manner.
FIGURE 5-3. RANGE SELECTOR
11. Range Selector Knob
12. DO NOT SHIFT Light
N05011 4/94 Operator Controls and Instrument Panel N5-3
INSTRUMENT PANEL
The identification, function and operation of each in-
strument and control is essential knowledge for proper
and safe operation of the machine. The following items
reference the Instrument Panel illustration Figure 5-4,
items 1--33. Items marked (OPTIONAL) may not apply
to the truck being serviced.
(1) Fog Lights (Optional)
The fog lights are an optional
piece of equipment, useful in
heavy rain and foggy conditions.
When present, the switch has
two positions, On and Off.
(2) Lights--All
The instrument panel lights and
the head lights are controlled by
a three position switch. Moving
the switch from the Off position
to the second position com-
pletes the circuit from battery to
the instrument panel lights and
taillights. Moving the switch to
the third position completes the circuit to the head
lights in addition to the panel and tail lights.
(3) Lights-- Instrument Panel
The panel light dimmer control is
a rheostat which allows the op-
erator to vary the brightness of
the instrument panel lights.
(4) Windshield Washer
The windshield washer switch,
when held in the On position,
directs water from the reservoir
(located in the cab to the left side
of the passenger seat box) to the
windshield for cleaning pur-
poses. Wipers (5) should be op-
erating when washer is activated.
This switch is spring loaded to the Off position. The
windshield washer has a 2 qt. (2 l) plastic container.
(5) Windshield Wiper
The windshield wiper control
switch is a three position rocker
switch. Moving the switch from
Off to the second position
places the wiper in the low or
slow cycle. Pushing the switch to
the third position places the
wiper motor in high or fast cycle.
(6) Engine Starting Aid
The ether starting aid is used for
cold weather starting and is con-
trolled by a switch which is
spring-loaded to the Off posi-
tion. When the switch is held in
the On position, the ether is in-
jected into the engine intake
manifold to aid in cold weather starting. In cold
weather, below 50 F (10 C), turn the keyswitch (7) to
the Start position. Push the cold weather starting
switch to the On position for three seconds while
cranking, then release. If engine does not start, wait
three seconds before repeating the procedure.
(7) Keyswitch
The key switch is a three position (Off, Run, Start)
switch. When it is moved to the Run position, the
switch activates the accessory circuits. When moved
to the Start position, the engines starting system is
activated. After engine start, allow the switch to return
to the spring-loaded Run position.
(8) Engine Shut Down
The engine shutdown switch is a
spring return rocker switch that is
connected to the engine shut-
down solenoid. In order for this
switch to work, the keyswitch
must be in the Run position.
The engine shutdown switch must be depressed until
the engine comes to a complete stop. When the switch
is held closed, fuel to the engine is shut off.
(9) Windshield Wiper Fuse Holder
This is a 15 amp.- dual element,
time delay (slow blow) type fuse.
Replacement with any other type
is not recommended.
N5-4 Operator Controls and Instrument Panel N05011 4/94
FIGURE 5-4. INSTRUMENT PANEL
N05011 4/94 Operator Controls and Instrument Panel N5-5
(10) Turn Signal Fuse Holder
This is a 15 amp.- dual element,
time delay (slow blow) type fuse.
Replacement with any other
type is not recommended.
(11) Circuit Breaker
5 amp circuit breaker protects the warning cluster and
the sound alarm. If a malfunction occurs, the breaker
will open to protect the circuit from excessive current.
The circuit breaker can be reset manually by pushing
the red reset button.
(12) Circuit Breaker
15 amp circuit breaker protects the hourmeter and the
steering bleeddown timer. If a malfunction in the cir-
cuitry occurs, the breaker will open the circuit. The
circuit breaker can be reset manually by pushing the
red reset button.
(13) Circuit Breaker
30 amp circuit breaker protects the heater blower
motor and the air conditioning system. The circuit
breaker can be reset manually by pushing the red reset
button.
Investigate cause of any burnt out fuses or circuit
breakers that need repeated resetting. These may
be indications of serious problems that may result
in fire or damage to components if neglected.
(14) Brake Lock
The brake lock switch actuates
the hydraulic brakes on the rear
of the truck. Apply the brake lock
swi tch whi l e truck i s bei ng
loaded. When pulling into the
shovel or dump area, do not ap-
ply the brake lock switch until
truck is completely stopped.
(15) and (18) Brake Off
When the Brake Lock switch (14)
or Parking Brake switch (17) is in
this position, the brake is off.
(16) and (19) Brake On
When the Brake Lock switch (14)
or Parking Brake switch (17) is in
this position, the brake is on.
(17) Parking Brake
To apply parking brake, move
control to On. To release, move
switch to the Off position. The
parking brake is spring applied
and hydraulically released. When
the parking brake is actuated, an
indicator light (42) will be illumi-
nated on the instrument panel.
The parking brake can only be applied with the
keyswitch in the Run position and the transmission
range selector in the NEUTRAL position. The parking
brake is automatically applied when the engine is shut-
down.
The following are not used on 140M/210M
HAULPAK

with Rear Wet Disc Brakes


(20) Slippery Road Switch
(21) Switch Open
(22) Switch Closed
N5-6 Operator Controls and Instrument Panel N05011 4/94
(23) Transmission Temperature
The transmission temperature
gauge indicates the temperature of
the oil during operation. Allowable
maximum operating oil tempera-
ture is 250 F (121 C) during non-
retarder operation with an absolute
maximum temperature of 300F
(149 C) during intermittent re-
tarder operation. If oil exceeds maximum temperature,
safely pull the truck to the side of the road, shift trans-
mission to Neutral and run engine at 1000-1200 RPM
until transmission temperature returns to Normal. If
temperature does not return to Normal within a few
minutes, shut down engine and investigate cause of
problem. Refer to Section C, Cooling, and/or F, Trans.
(24) Water Temperature
The engine water temperature
gauge indicates the temperature
of the coolant in the engine cool-
ing system. The temperature
range after engine warm-up and
truck operating under normal
conditions, should be:
165 F (74 to 91 C).
(25) Transmission Oil Pressure
The transmission oil pressure
gauge indicates the pressure in the
transmission clutch system in
pounds per square inch (psi).
Normal operating pressure after
warm-up should be:
170 to 210 psi (1172-1448 kPa).
(26) Engine Oil Pressure
The engine oil pressure gauge in-
dicates the pressure in the engine
lubrication system in pounds per
square inch (psi). The gauge has a
range of 0-80 psi.
Normal operating pressure after engine warm-up
should be:
Idle: 20 psi (138 kPa)
Rated Speed: 45 to 70 psi (310 to 483 kPa).
(27) Brake Oil Temperature
The brake oil temperature gauge
indicates the temperature of the
rear brake cooling oil during op-
eration. Maximum operating oil
temperature is 250 F (121 C). If
oil temperature exceeds this maxi-
mum, Brake Oil Temperature
Warning light (48) will turn on. As
quickly as safety will permit, bring the truck to a com-
plete stop away from traffic, move transmission range
selector to Neutral, apply the parking brake, and run
engine at high idle. Continue to run engine at high idle
until Brake Oil Temperature Warning light turns off and
brake oil temperature cools to below 250 F (121 C).If
temperature does not return to this range within a few
minutes, shut down engine and investigate cause of
problem. Refer to Section J.
(28) Voltmeter
The voltmeter indicates the out-
put voltage of the battery charg-
ing alternator. Normal indicated
voltage at high idle is 27 to 28
volts. When the keyswitch is On
and the engine not running, the
voltmeter indicates battery volt-
age.
(29) Speedometer
The speedometer indicates the truck speed in miles per
hour (MPH) and kilometers per hour (km/h).
(30) Left Turn Indicator (Red Light)
This light flashes to indicate that
the left turn signal lights on the
truck have been activated. It will
also flash simultaneously with right
turn signal indicator (32) when
Hazard switch (on steering col-
umn) is On.
(31) High Beam Indicator (Blue Light)
The high beam indicator light,
when lit, indicates that the truck
headlights are on High beam. To
switch headlights to High or
Low beam, pull lever-operated
dimmer switch (turn signal lever)
and release.
N05011 4/94 Operator Controls and Instrument Panel N5-7
(32) Right Turn Indicator (Red Light)
This light flashes to indicate that
the right turn signal lights on the
truck have been activated. It will
also flash simultaneously with left
turn signal indicator (30) when
Hazard switch (on steering col-
umn) is On.
(33) Tachometer and Hourmeter
This gauge includes an Hourmeter to register engine
hours of operation and a Tachometer which registers
engine speed in hundreds of Revolutions Per Minute
(RPM).
Engine Speeds:
Low Idle - 700 25 RPM.
High Idle, No load - 2450 RPM
Governed Speed - 2100 RPM
Retarder Operation
When approaching a descending grade, the operator
should slow the truck and select the proper transmis-
sion gear range to maintain an engine speed of 1650 --
2350 RPM (green area on tachometer) and the brake
oil temperature below 250 F (121 C) during retarder
operation. Refer to the Grade/Speed decal in the cab
above the windshield.
When descending a grade, the operator should apply
the retarder pedal and observe both the Tachometer
and the Brake Oil Temperature Gauge (27). The engine
RPM must be maintained at 1650 -- 2350 RPM (green
area on tachometer) and the Brake Oil Temperature
must be maintained below 250 F (121 C).
If the operator observes that either the maximum en-
gine speed of 2350 RPM or the Brake Oil Temperature
of 250 F (121 C) are about to be exceeded, the
operator should immediately move the transmission
range selector to the next lower range and apply the
service brakes until the truck is slowed to a speed
which will permit the transmission to downshift to the
gear range selected. Continue this procedure to down-
shift to the required gear range to maintain engine
speed at 1650 -- 2350 RPM and brake oil temperature
below 250 F (121 C). The service brakes should be
used only long enough to slow the truck to allow the
transmission to downshift. When the proper gear range
is attained, continue using the retarder to maintain a
safe, productive speed.
If brake oil temperature exceeds 250 F (121 C), the
Brake Oil Temperature Warning light (48) will turn on.
As quickly as safety will permit, bring the truck to a
complete stop away from traffic, move transmission
range selector to Neutral, apply the parking brake,
and run engine at high idle. Continue to run engine at
high idle until Brake Oil Temperature Warning light
turns off and brake oil temperature cools to below 250
F (121 C). If temperature does not return to this range
within a few minutes, shut down engine and investigate
cause. Refer to Section J.
N5-8 Operator Controls and Instrument Panel N05011 4/94
INSTRUMENT PANEL -- RIGHT SIDE
The following discussions (items 34--54) are referenced
to Figure 5-5. This area contains the Warning indicators
that will illuminate in the event that a monitored system
should malfunction. The operator or service technician
should immediately recognize all of these indicators
so that emergency action may be exercised when
necessary.
(34) Equal Fault Light
The charge condition of the two 12 Volt batteries is
monitored to make sure that both batteries are being
charged equally. The Equal Fault Light will illuminate if
more than a 0.85 volt variance between the two batter-
ies is detected.
(35) CHECK TRANS Light
The ATEC system has a built in computer (ECU) that
monitors various functions and performances. When
the computer senses that the system is not performing
properly, the CHECK TRANS light comes On to warn
and alert the operator that a problem has occurred and
that the vehicle should be serviced as soon as possible.
The CHECK TRANS light will come On when the
ignition is turned On. After about two seconds, the
light will go Off. This provides a light bulb check and
a system check.
In cold weather, when the transmission oil is below -10
F (23 C), the DO NOT SHIFT lights on the range
selector and the CHECK TRANS light will stay on after
the engine is started. The transmission will stay in
NEUTRAL, regardless of which range is selected until
the oil is warmer than -10 F (-23 C). When the trans-
mission oil warms up, the CHECK TRANS and DO NOT
SHIFT lights will turn off and the transmission will
operate in first gear or reverse only. At 20 F (-7 C), the
transmission may be operated safely in all ranges.
If the transmission oil temperature reaches 250 F
(121 C), the CHECK TRANS indicator light will come
On. The ECU (Electronic Control Unit) will inhibit
operation of the truck in higher gears.
NOTE: The Transmission Temperature Gauge (23)
indicates the converter temperature. The ECU senses
oil temperature in the sump. The two temperatures
may be different.
FIGURE 5-5. INSTRUMENT PANEL WARNING INDICATORS
SUMP OIL TEM-
PERATURE
DO NOT
SHIFT
LIGHT
CHECK
TRANS
LIGHT
TRUCK
OPERATION
-10 F (-24 C) and
Below
ON ON Neutral Only
-9 F (-22 C) to
+ 19 F (-7 C)
OFF OFF
Neutral, First &
Reverse Only
+ 20 F (-7 C) and
Above
OFF OFF
Full Operation in
All Ranges
N05011 4/94 Operator Controls and Instrument Panel N5-9
(36) ALT FAULT Light
This light will illuminate if the alternator output exceeds
30 VDC or battery voltage is less than 24 VDC.
(37) Lamp Test Switch
The lamp test switch is provided
for the operator to test the warn-
ing and indicator lights before en-
gine start-up. The key switch is
turned to the Run position and
the lamp test push button switch
is depressed to the On position.
This action will complete a circuit
to the warning and indicator lights.
(38) Alarm Horn
The alarm horn is a signaling device
used to alert the operator of a malfunc-
tion within a system. The alarm horn
senses low steering pressure and low
brake pressure. When the alarm horn
sounds during operation, a warning
light will come On. This warning light
(39 or 41) will be the operators visual aid in determining
which system is malfunctioning.
(39) Emergency Steering
The Emergency Steering Light,
when actuated, indicates that the
steering circuit pressure is de-
creasing and is below 1800 psi
(12.4 MPa).
If the light comes On, stop the truck immediately
and check the system. Do not attempt further op-
eration until malfunction is located and corrected.
Refer to Section L.
(40) Brake Lock
The Brake Lock light is on only
when the brake lock switch has
been activated by the operator.
The light indicates that only the
rear brakes have been applied.
The brake lock switch is to be
used only at the shovel or dump
area.
(41) Low Brake Pressure Warning Light
This light indicates a malfunction
within the hydraulic brake circuit.
The low brake pressure warning
light indicates that the hydraulic
pressure in the brake system is
decreasing and is below 2000 psi
(13.8 MPa).
When the pressure drops to 1650 psi (11.4 MPa),
all brakes will automatically be fully applied to stop
the truck. If this light comes On when the brake
pedal is depressed or comes On continuously,
shut-down the truck and investigate cause of prob-
lem. Refer to Section J .
(42) Parking Brake
The Parking Brake light indicates
that the parking brake switch has
been moved to the On position
or that the park brake is On. Do
not use the parking brake while
loading or dumping.
(43) Coolant Temperature Light
This light indicates the engine
coolant temperature has ex-
ceeded 200 F (93 C).
If light comes On, bring truck to a safe stop as soon
as possible out of way of traffic. Move transmission
range selector to Neutral and operate engine at
1500 RPM until light goes out, or for about 3
minutes. If light does not go out, shut engine down
and investigate cause of problem. Refer to Section
C.
N5-10 Operator Controls and Instrument Panel N05011 4/94
(44) Coolant Level
This light indicates the coolant
level in the radiator is low. If light
comes On, bring truck to a safe
stop as soon as possible out of
way of traffic. Check coolant level
and refill as required.
(45) Transmission Main Filter
The Transmission Main Filter light
alerts the operator that oil passing
through the filter elements is be-
ing restricted. Occasionally, the
warning light may come on and
flicker; but when the light comes
on and remains on, the filters
should be changed as soon as
possible. This warning light may come on at startup
and remain lit until the transmission oil is warm.
(46) Engine Oil Pressure
The Engine Oil Pressure Warning
light will come On indicating en-
gine oil pressure is below normal
operating range.
If light comes On, bring truck to a safe stop as soon
as possible out of way of traffic. Shut engine down
immediately and investigate cause of problem.
Serious damage may result to engine if operated
without sufficient lubricating oil pressure.
(47) Hydraulic Oil Filter
The Hydraulic Oil Filter light indi-
cates that the oil passing through
the filter elements is being re-
stricted. Occasionally, the warn-
ing light may come on and flicker;
but when the light comes on and
remains on, the filters should be
changed as soon as possible.
(48) Brake Oil Temperature
The Brake Oil Temperature warn-
ing light indicates brake cooling
oil has exceeded 250 F (121 C)
If light illuminates during operation, bring the truck
to a stop as quickly as safety will permit, away from
traffic. Place the transmission range selector to
Neutral, apply the parking brake, and operate the
engine at high idle. Continue to run the engine at
high idle until the Brake Oil Temperature warning
light turns off and brake oil temperature cools to
below 250 F (121 C). If temperature does not
return to this range within a few minutes, investi-
gate the cause. Refer to Section C for information
regarding brake system cooling.
( 49) Transmission Cooler Filter
The transmission Cooler Filter
light alerts the operator that oil
passing through the elements, in
the filter assembly, is being re-
stricted. Occasionally, the warn-
ing light may come on and flicker;
but when the light comes on and
remains on, the filters should be
changed as soon as possible. The Transmission
Cooler Filter Warning light may come on at startup and
remain lit until the oil is warm.
(50) Low Accumulator Precharge Warning Light
The Low Accumulator Precharge
Warning light, when lit, indicates
a low steering accumulator nitro-
gen precharge. If the nitrogen
precharge within the accumula-
tors falls below 850 psi (5.9 MPa)
the warning light will illuminate.
Do not attempt to operate truck until the accumu-
lator has been recharged to 1050 25 psi (7.2-7.5
MPa).
N05011 4/94 Operator Controls and Instrument Panel N5-11
(51, 52, 53, 54): Reserved for future accessories.
HEATER/AIR CONDITIONER
CONTROLS
The following (items 55--60) are referenced to Figure
5-6.
(55) Fan
The fan switch controls the
heater/air conditioner three-
speed blower motor. The speeds
are High, Medium, and Low.
(56) Temperature Control Knob
The push/pull knob controls the amount of hot water
that will flow through the heater core to heat the air as
it passes through the core and circulates throughout
the cab.
(57) Louvers
The louvers can be rotated or adjusted to direct the
flow of air to any part of the cab for the operators
comfort.
(58) Heater/Air Conditioner Switch
The heater/air conditioner switch is a three-position
toggle switch. When the switch is moved to the Heat
position, the blower motor is On and can be control-
led by the three-position fan switch (55). If the switch
is moved to the air conditioning position, the compres-
sor magnetic clutch is turned On and the compressor
will deliver R-12 refrigerant to the evaporator coil in the
heater/air conditioner unit in the cab.
(59) Air Conditioning Temperature Control
The thermostatic switch controls
the temperature of the air entering
the truck cab. The control is set by
the operator as desired.
(60) Inside/Outside Air Control Knob
The inside/outside air control knob is connected to a
vent, which allows either outside or inside air to be
circulated through the heater assembly. Pulling the
knob out permits inside air to be recirculated through
the heater. Pushing the knob all the way in permits
outside air to circulate through the heater assembly.
FIGURE 5-6. HEATER/AIR CONDITIONER
CONTROLS
N5-12 Operator Controls and Instrument Panel N05011 4/94
THROTTLE PEDAL
The Throttle Pedal (1, Figure 5-7) is a foot operated
pedal which allows the operator to control engine RPM.
The treadle is mechanically connected by a cable to
the engine fuel pump. The movement of the fuel pump
lever corresponds directly to travel of the pedal as it is
applied by the operator. The fuel pump lever controls
fuel to the engine to control engine RPM. When the
pedal is released, the return spring returns the pedal
and fuel lever to their original position and the engine
speed returns to low idle.
Removal
1. Remove cotter pin (3, Figure 5-8) and clevis pin (2)
from clevis (4).
2. Remove cable anchor (1) and separate cable from
pedal assembly.
3. Roll cable in a loop and position it in an out-of-the-
way place.
4. Remove capscrews, lockwashers and nuts hold-
ing pedal assembly to cab floor.
5. Remove pedal assembly to maintenance area for
inspection and repair.
Installation
1. Install pedal assembly on cab floor using cap-
screws, lockwashers and nuts. Tighten cap-
screws to standard torque.
2. Inspect control cable for corrosion and any dete-
rioration that could cause the cable to bind. Re-
place if necessary.
3. Install cable clevis (4) into pedal assembly. Insert
clevis pin (2) and cotter pin (3) into place.
4. Tighten jam nut to secure clevis in place.
5. Secure cable onto pedal assembly by installing
cable anchor (1) in place.
6. Check operation of linkage and adjust if neces-
sary. Refer to Section C, Engine Components
for cable adjustment.
FIGURE 5-7. THROTTLE PEDAL ASSEMBLY
FIGURE 5-8. CONTROL CABLE REMOVAL
1. Cable Anchor
2. Clevis Pin
3. Cotter Pin
4. Clevis
N05011 4/94 Operator Controls and Instrument Panel N5-13
Disassembly
Note orientation of the cable hanger assembly during
disassembly to insure correct cable routing when in-
stalled.
1. Remove spring clip (5, Figure 5-9) from pin (3) and
remove pin (3) from block (4) and pedal.
2. Remove spring clip (16) from pivot pin (15) and
separate pivot pin from pedal (14).
3. Remove block (4) from fork (push-rod) (13).
4. Remove nuts (11) and lockwashers (10) from
U-bolt (9) and bracket (8).
5. Separate fork (13) from pedal base and remove
bellows (32).
6. Remove clip (2) from plate hanger (21). Separate
bearing (1), lever (12) and spring (7) from plate
hanger. Remove bolt (27) and travel stop (28)
from lever (12).
7. Remove spring clip (5) from pin (6) and separate
fork from lever (12).
FIGURE 5-9. THROTTLE CONTROL PEDAL
1. Bearing
2. Clip
3. Pin
4. Block
5. Spring Clip
6. Pin
7. Spring
8. Bracket
9. U-Bolt
10. Lockwasher
11. Nut
12. Lever
13. Fork
14. Pedal
15. Pin
16. Spring Clip
17. Bracket
18. Capscrew
19. Nut
20. Washer
21. Hanger
22. U-Bolt
23. Shim
24. Nut
25. Bolt
26. Nut
27. Bolt
28. Travel Stop
29. Clevis
30. Cotter Pin
31. Clevis Pin
N5-14 Operator Controls and Instrument Panel N05011 4/94
Inspection
1. Wash all parts in cleaning solvent and blow dry.
2. Check bellows (32) for cracks or cuts.
3. Inspect all parts for excessive wear.
4. Check spring (7) for corrosion.
5. Replace any damaged or worn components.
Assembly
1. Mount fork (13, Figure 5-9) to lever (12) using pin
(6) and spring clip (5).
2. Assemble plate hanger (21), bearing (1), spring (7)
and lever (12) together and secure in position with
clip (2). Mount bolt (27) and travel stop (28) to
lever, if removed.
3. Mount rubber bellows (32) on pedal base and
insert fork (push-rod) (13) through rubber bellows
(32).
4. Mount plate hanger (21) and lever (12) assembly
to pedal base using U-bolt (9), bracket (8), lock-
washers (10) and nuts (11). Tighten nuts securely.
5. Thread block (4) onto fork (push-rod) (13).
6. Mount pedal (14) onto pedal base using pivot pin
(15) and spring clip (16).
7. Slide pin (3) through block (4) and pedal and install
mount spring clips (5).
8. Lubricate treadle mechanism with a light weight oil
and check operation of unit.
N05011 4/94 Operator Controls and Instrument Panel N5-15
NOTES
N5-16 Operator Controls and Instrument Panel N05011 4/94
SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
LUBRICATION SPECIFICATIONS CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
ANTI-FREEZE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
OIL AND GREASE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-2
10 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . P2-3
100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . P2-5
250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . P2-7
1000 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . P2-9
5000 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . P2-10
P01008 4/92 Index P1-1
NOTES
P1-2 Index P01008 4/92
LUBRICATION AND SERVICE
Preventive Maintenance will contribute to the long life
and dependability of the HAULPAK

truck and its


components. The use of proper lubricants and the
performance of checks and adjustments at recom-
mended intervals is most important.
The service intervals presented here are in hours of
operation and are recommended intervals in lieu of
an oil analysis program which may determine dif-
ferent intervals. However, if truck is being operated
under extreme conditions, some or all of the intervals
may need to be shortened and the service performed
more frequently.
Periodic routine maintenance should include a thor-
ough cleaning and washing of the complete truck.
Periodic thorough cleaning is necessary to keep
breathers free of mud build-up, linkage free moving,
and to allow for careful inspection of all components
(including main frame) for evidence of cracks, deterio-
ration of rubber parts (deck bushings) and leakage.
Local conditions should dictate the frequency of such
periodic cleaning and inspection, but every 1,000
hours should be considered a minimum.
Refer to manufacturers service manual when servicing
the engine or any components of the Allison transmis-
sion system.
Lubrication requirements are referenced to the lube
key found in the Truck Lubrication Specifications
Chart. For detailed service requirements for specific
components, refer to the service manual section for
that component (i.e. Section "G" for Final Drive, Section
"H" for Suspensions, etc.).
210M SERVICE CAPACITIES
Cooling System
Crankcase -- Cummins
(includes lube oil filters)
Hydraulic System (incl tank)
Hydraulic Tank
Fuel Tank
Final Drive
Front Spindle
Transmission
48
14.2
144
95
154
56
1
22
181.7
53.8
5451
3601
583.7
212.2
3.8
83.4
Gallons Liters
COOLING SYSTEM
ANTI--FREEZE RECOMMENDATIONS
Ethylene Glycol Permanent Type Anti-Freeze
10
20
25
30
35
40
45
50
55
60
Percentage of
Anti-Freeze
Protection to:
F C
+ 23
+ 16
+ 11
+ 4
-3
-12
-23
-34
-48
-62
-5
-9
-11
-16
-19
-24
-30
-36
-44
-52
Use only antifreeze that is compatible with engine as
specified by engine manufacturer.
TEMPERATURE CHART FOR C-4 FLUIDS
P02009 4/94 Lubrication and Service P2-1
LUBRICATION SPECIFICATIONS
LUBE
KEY
TYPE LUBRICANT -65
o
F TO -25
o
F -25
o
F TO + 32
o
F + 32
o
F T0 + 90
o
F ABOVE 90
o
F
A ENGINE OIL SEE ENG. MANUAL* SEE ENG. MANUAL* SEE ENG. MANUAL SEE ENG. MANUAL
AA LUBRICATING OIL SAE 10W SAE 10W SAE 10W SAE 10W
B MULTI-PURPOSE GREASE MIL-G-10924B MIL-G-10924B MIL-G-10924B MIL-G-10924B
C MULTI-PURPOSE GEAR OIL MIL-L-2105C
SAE 75W
MIL-L-2105C
SAE 80W-90
MIL-L-2105C
SAE 80W-90
MIL-L-2105C
SAE 85W-140
D HYDRAULIC OIL
C-4
MIL-L-2104D
SAE 10W
MIL-L-2104D
SAE 10W
MIL-L-2104D
SAE 10W
MIL-L-2104D
SAE 10W
E MOLYBDENUM DISULPHIDE GREASE -3% MIN # 0 # 1 # 2 # 2
DESCRIPTION SYM. PTS. LUBE KEY 10
HR
100
HR
250
HR
1000
HR
BODY HINGE PINS 1 2 E GREASE
PANHARD ROD 2 2 E GREASE
FINAL DRIVE 3 * * C CHECK CHANGE
FINAL DRIVE BREATHER 4 * * CLEAN
HOIST CYLINDER PIVOTS 5 4 E GREASE
FINAL DRIVE PIVOT PIN 6 1 E GREASE
HYDRAULIC TANK 7 1 D CHECK CHANGE
HYDRAULIC FILTER 8 2 CHANGE
FRONT WHEEL BEARINGS 9 2 C CHECK
FUEL FILTERS 10 2 CHANGE
ENGINE AIR CLEANER 11 1 CHECK
ENGINE LUBE FILTERS 12 2 CHANGE
STEERING BALL STUD/PIVOT 13 6 E GREASE
HYDRAULIC TANK BREATHER 14 2 CHECK CHANGE
ENGINE CRANKCASE OIL 15 1 A CHECK CHANGE
TRANSMISSION OIL FILTER 16 1 CHANGE
TRANSMISSION OIL 17 1 D CHECK CHANGE
TRANSMISSION COOLER FILTER 18 1 CHANGE
U-JOINT CROSSES 19 4 B GREASE
U-JOINT SLIP SPLINE 20 2 E GREASE
SUSPENSION BEARINGS 21 4 E GREASE
ENGINE CRANKCASE BREATHER 22 4 CLEAN
FUEL TANK BREATHER 23 1 CLEAN
FUEL TANK -- H20 & SEDIMENT 24 1 DRAIN
STEERING COLUMN BEARINGS 25 2 B GREASE
THROTTLE CABLE LINK 26 2 AA OIL
CAB DOOR HINGE 27 3 AA OIL
* AUXILIARY HEATERS REQUIRED BELOW -10
o
F.
** SEE MANUAL
LUBRICATION CHART
WA9847
10 HOUR (DAILY) INSPECTION
Prior to each operating shift, a "walk around" inspection
should be performed. Check the truck for general
condition. Look for evidence of hydraulic leaks; check
all lights and mirrors for clean and unbroken lenses;
check operators cab for clean and unbroken glass;
check frame, sheet metal and body for cracks. Notify
the proper maintenance authority if any discrepancies
are found. Give particular attention to the following:
CHECK ALL FLUID LEVELS
a. Engine oil --
NOTE: Refer to engine manufacturer service
manual for oil recommendations.
b. Radiator -- Check coolant level and fill with proper
mixture as shown in Cooling System Recommen-
dation Chart.
c. Battery -- Check electrolyte level and add water if
necessary.
d. Hydraulic tank -- Check oil level in tank, add if
necessary. Lube key D, C-4 hydraulic fluid.
NOTE: Check hydraulic oil level with truck level,
engine idling, body down, and oil warm. Oil
should be visible in sight glass.
-- DO NOT OVERFILL. --
Check that breathers are open to atmosphere.
Remove any debris or mud build-up.
e. Transmission -- Check oil level. If necessary, add
oil. Refer to Section "F" for "Transmission Fill In-
structions". Lube key D, C-4 hydraulic fluid.
NOTE: Check transmission oil level with truck
level, engine running, oil at operating tempera-
ture, and transmission in neutral. Oil level should
be not more than half full in sight glass or just
trickle from top (full) petcock (or should be just
below the FULL mark). DO NOT OVERFILL.
f. Fuel Tank -- Fill as required.
g. Final drive -- Check oil level in sight glass. Truck
should be on level surface; oil should fill sight
glass.
Check that breather Is open to atmosphere. Re-
move any debris or mud build-up.
Truck Serial Number ____________________________
Site Unit Number ______________________________
Date:______________Hour Meter_________________
Serviceperson Name___________________________
COMMENTS d INITIALS
P02009 4/94 Lubrication and Service P2-3
10 HOUR (DAILY) INSPECTION
(continued)
AIR CLEANERS
a. Check service indicator. If indicator shows red,
replace with clean filters. Reset indicator by press-
ing button on top of indicator.
b. Empty air cleaner dust cups. See Section C of
the service manual. Remove and empty air
cleaner dust cups.
DRIVE BELTS
a. Check alternator and fan belts for proper tension
and condition.
b. Inspect for alignment.
ENGINE AND TURBOCHARGERS
Inspect for leaks, vibrations or odd noises.
TIRES
After each wheel mounting operation, recheck
wheel mounting capscrew tightness after about
five hours operation. Check again at the end of the
shift and then periodically until all capscrews hold
at the prescribed 300 ft.lbs. (407 N.m) torque. This
requirement is prescribed for both front and rear
wheels.
a. Inspect for proper inflation and wear.
b. Inspect for debris embedded in cuts or tread.
LUBRICATION
a. Panhard Rod -- Grease pins and bushings at
grease fittings. Lube Key E. (2 pts.)
b. Final Drive Pivot Pin -- Grease bushing at grease
fitting. Lube Key E. (1 pt.)
c. Body Hinge Pins -- Grease pins and bushings at
grease fittings. Lube Key E. (2 pts.)
d. Hoist Cylinder Pivots -- Grease pins and bush-
ings at grease fittings. Lube Key E. (4 pts.)
e. Steering Ball Studs/Pivot and Tie Rod -- Grease
bearings and pins at grease fittings . Lube Key E.
(6 pts.)
f. Suspension Bearings -- Grease pins and bush-
ings at grease fittings. Lube Key E. (4 pts.)
COMMENTS d INITIALS
P2-4 Lubrication and Service P02009 4/94
100 HOUR LUBRICATION AND MAINTENANCE CHECKS
NOTE: 10 Hour service should be included with the
following:
CAB
a. Steering Column Linkage -- Use hand gun and
lubricate with grease. Lube Key E. (2 pts.)
b. Cab Door Hinges -- Oil hinges as necessary. Lube
Key AA (SAE 10W). Check door & windows for
proper operation, correct as required.
c. Cab Air Filter -- Clean or replace.
d. Cab Mounts -- Check rubber cab mounts, replace
as required.
e. Outside Mirrors And Lights -- Check for damage
and operation, repair as required.
f. Instrument Panel -- Check instruments for proper
operation. Verify operation of all lights and warn-
ing devices. Check alternator charging rate. Cor-
rect as required.
FRONT WHEEL --
Check front wheel bearing oil level. Lube Key C.
NOTE: To check oil in front wheel hub, rotate
wheel hub until one fill/drain hole is horizontal,
and the other is "up", add lube oil as required.
THROTTLE CABLE LINKAGE --
Oil linkage with SAE 10W oil (Lube Key AA).
BRAKES --
Check hydraulic brake control valve, brake cali-
pers, brake pads, hoses and tubes for leaks or
wear, repair as required.
U-JOINTS/DRIVE SHAFTS --
Use hand gun and lubricate at grease fittings on
the cross and bearing assemblies and splines.
Lube Key E (6 pts.).
FUEL TANK --
Drain water and sediment from fuel tank.
HYDRAULIC TANK BREATHER --
Remove spin-on breathers and check breathers
for cleanliness. Replace as necessary.
Truck Serial Number ____________________________
Site Unit Number _____________________________
Date:______________Hour Meter_________________
Serviceperson Name___________________________
COMMENTS d INITIALS
P02009 4/94 Lubrication and Service P2-5
100 HOUR LUBRICATION AND MAINTENANCE CHECKS
(continued)
FINAL DRIVE --
Check oil level. Add oil as required. Lube Key C.
FINAL DRIVE BREATHER --
Remove and clean.
REAR HYDRAIR SUSPENSION --
Grease bearings. Lube Key E. (4 pts.).
SUSPENSIONS --
Check suspension cylinders for leaks (more than
50% of dirt ring washed away). Check for proper
extension. Refer to service manual, Section "H" if
servicing is required.
COMMENTS d INITIALS
P2-6 Lubrication and Service P02009 4/94
250 HOUR LUBRICATION AND MAINTENANCE CHECKS
NOTE: 10 Hour and 100 Hour service should be in-
cluded with the following:
ENGINE
a. Crankcase Oil -- Change engine oil (use Lube Key
A on Lubrication and Specification chart) and
corrosion filters.
b. Lube Oil Filters -- Change.
c. By- Pass Filter -- Change.
d. Other EngineChecks --
Remove primary air filters if indicator shows
RED. Clean or replace as required.
Change safety filter when green dot disappears
from wing nut on safety element. If safety ele-
ment is disturbed, replace O-ring seal.
Check air filter cover gasket, replace as re-
quired.
Check radiator, water pump, hoses and pipes
for leaks, replace or repair as required.
Check cooling system for correct coolant mix-
ture. Add mixture as required.
Check exhaust manifolds, gaskets, pipes &
exhaust box for leaks, repair as required.
Check lubrication hoses and pipes for leaks,
replace or repair as required.
FUEL FILTER AND STRAINER -
Change filter and strainer element.
HYDRAULIC FILTERS -
Change 2 filter elements.
OTHER CHECKS AND ADJUSTMENTS -
Check hydraulic tank, lines, valves and cylinders
for leaks and/or wear, repair as required.
Check orbitrol steering control unit for binding,
steering column for excess play, hoses and tubes
for wear or leaks, steering cylinders for excessive
play or leaks, repair as required.
Check parking brake actuator, hoses and tubes
for leaks or wear, repair as required.
Check parking brake adjustments (lining and link-
age), adjust/repair as required.
Truck Serial Number ____________________________
Site Unit Number ______________________________
Date:______________Hour Meter_________________
Serviceperson Name___________________________
COMMENTS d INITIALS
P02009 4/94 Lubrication and Service P2-7
NOTES
P2-8 Lubrication and Service P02009 4/94
1000 HOUR LUBRICATION AND MAINTENANCE CHECKS
NOTE: All 10, 100, and 250 hour service points should
be included with the following:
ENGINE -
Remove and clean breather elements.
Check engine mounts, repair as required.
Adjust/replace fuel injectors as required.
Adjust intake and exhaust valves as required
(Cummins recommends 1500 hours).
FUEL TANK -
Remove breather and clean in solvent. Dry with
air pressure.
Drain water and sediment from fuel tank.
TRANSMISSION -
Remove and clean magnetic plug and drain trans-
mission oil.
Remove and clean sump strainer.
Remove, clean, oil and replace breather.
Refill transmission oil. Lube Key D.
TRANSMISSION FILTERS -
Change transmission oil and oil cooler
filter elements.
HYDRAULIC TANK -
Drain hydraulic oil. Remove, clean magnetic plug.
Change filter elements. Refill with oil. Use Lube
Key D, C-4 hydraulic fluid.
HYDRAULIC TANK BREATHER -
Install new breather.
FINAL DRIVE -
Change final drive oil. Lube Key C. Fill final drive
housing at rear fill plug until oil level is at bottom
of fill hole. Oil must flow from center housing out
to both planetaries; add oil until level is maintained
at bottom of hole. Allow approximately 15 minutes
for proper fill.
NOTE: Long, high speed runs and high operating
temperature may require a more frequent change
interval.
Truck Serial Number ____________________________
Site Unit Number ______________________________
Date:______________Hour Meter_________________
Serviceperson Name___________________________
COMMENTS d INITIALS
P02009 4/94 Lubrication and Service P2-9
1000 HOUR LUBRICATION AND MAINTENANCE CHECKS
(continued)
OTHER CHECKS AND ADJUSTMENTS -
Check and record hydraulic pressures:
- Steering pressure RH and LH --
2750 psi (19.0 MPa).
- Hoist up pressure -- 2750 psi (19.0 MPa).
- Hoist down pressure -- 1000 psi (6.9 MPa).
- Hoist valve pilot pressure -- 125 psi (0.9 MPa).
- Brake pressure - all wheels.
- Correct hydraulic pressure as required.
- Check Rear Oil Brake Disc Wear
(Use tool installed; Refer to service manual,
Section "J", Rear Wet Disc Brakes)
Check steering and brake accumulator precharge
pressure -- 1050 psi (7.2 MPa).
NOTE: SERVICE ACCUMULATORS WITH DRY
NITROGEN ONLY.
NOTE: For specific checkout procedures or addi-
tional information, refer to service manual.
COMMENTS d INITIALS
P2-10 Lubrication and Service P02009 4/94
5000 HOUR LUBRICATION AND MAINTENANCE CHECKS
NOTE: All 10, 100, 250, and 1000 hour service points
should be included with the following:
FRONT WHEELS -
Drain oil and check bearing preload as covered in
Section G of the Service Manual. Use Lube Key
C.
AIR CLEANER -
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.
NOTE: Do not use a hot pressure washer or high
pressure air to clean tubes because pre-cleaner
tubes will distort.
STEERING CONTROL FILTER -
Change or clean in-line filter at orbitrol steering
control unit inlet line.
RADIATOR -
Clean cooling system with a quality cleaning com-
pound. Flush with water. Refill system with anti-
freeze and water solution. Check Cooling System
Recommendation Chart for correct mixture.
Maintain cooling system according to engine
manufacturers recommendations.
NOTE: For additional or more specific information,
refer to service manual.
Truck Serial Number ____________________________
Site Unit Number ______________________________
Date:______________Hour Meter_________________
Serviceperson Name___________________________
COMMENTS d INITIALS
P02009 4/94 Lubrication and Service P2-11
NOTES
P2-12 Lubrication and Service P02009 4/94
SECTION Q
ALPHABETICAL INDEX
A
Accumulator
Brake . . . . . . . . . . . . . . . . . . . . L6-1
Shuttle Valve . . . . . . . . . . . . . . . . . J2-2
Steering . . . . . . . . . . . . . . . . . . . L6-1
Actuator, Park Brake . . . . . . . . . . . . . J7-2
Air Cleaner Engine . . . . . . . . . . . . . . . C5-1
Pre-cleaner Section . . . . . . . . . . . . . C5-4
Air Conditioning Circuit . . . . . . . . . . . . D3-7
Air Conditioning System . . . . . . . . . . . M9-1
Charging . . . . . . . . . . . . . . . . . . M9-20
Components . . . . . . . . . . . . . . . . M9-3
Discharging . . . . . . . . . . . . . . . . . M9-13
Evacuating . . . . . . . . . . . . . . . . . M9-19
Repair . . . . . . . . . . . . . . . . . . . M9-15
Servicing . . . . . . . . . . . . . . . . . . M9-6
Troubleshooting . . . . . . . . . . . . . . M9-22
Alternator . . . . . . . . . . . . . . . . . . . . D2-3
Automatic Positive Locking Differential . . . M12-1
Auxiliary Manifold . . . . . . . . . . . . . . . L7-2
B
Backup Horn . . . . . . . . . . . . . . . . . . D4-5
Backlash Adjustment, Ring and Pinion . . . G5-12
Ball Stud Bearing . . . . . . . . . . . . . . . G3-5
Battery
Charging Circuit . . . . . . . . . . . . . . . D2-5
Charging Components . . . . . . . . . . . . D2-6
Equalizer . . . . . . . . . . . . . . . . . . . D2-1
Bearing, Front Wheel Adjustment . . . . . . G3-2
Bleeddown Solenoid Valve . . . . . . . . . . . L4-3
Body Pads . . . . . . . . . . . . . . . . . . . B3-3
Body Pivot Pins . . . . . . . . . . . . . . . . B3-2
Body Position Indicator . . . . . . . . . . . . B3-4
Body-Up Limit Switch Adjustment . . . . . . . B3-4
Body Up Pin . . . . . . . . . . . . . . . . . . B3-3
Brake, Parking . . . . . . . . . . . . . . . . . J7-1
Brakes, Service
Accumulators . . . . . . . . . . . . . . . . . J2-2
Bleeding (Front) . . . . . . . . . . . . . . . J5-4
Bleeding (Rear) . . . . . . . . . . . . . . J6-13
Brake Lock (Circuit) . . . . . . . . . . . . . D3-2
Brake Lock Shuttle Valve . . . . . . . . . . J2-3
Brake Lock Valve . . . . . . . . . . . . . . J2-3
Caliper Repair . . . . . . . . . . . . . . . . J5-2
Circuit . . . . . . . . . . . . . . . . . . . . . J2-1
B (contd)
Brakes, Service (contd)
Disc (Front) . . . . . . . . . . . . . . . . . G3-2
Disc Pack Thicknesses (Rear) . . . . . . . J6-12
Lining Replacement . . . . . . . . . . . . . J5-1
Manifold . . . . . . . . . . . . . . . . . . . J2-3
Pressure Warning Switch . . . . . . . . . . J2-3
Rear Brake Shuttle Valves . . . . . . . . . . J2-5
Treadle Valve, Service . . . . . . . . . . . . J3-2
Treadle Valve, Retarder . . . . . . . . . . J3-10
Burnishing, Park Brake . . . . . . . . . . . . J7-4
Burnishing Procedures (Front) . . . . . . . . . J5-4
C
Cab . . . . . . . . . . . . . . . . . . . . . . N2-1
Heater . . . . . . . . . . . . . . . . . . . . N4-4
Calipers, Front . . . . . . . . . . . . . . . . J5-1
Carrier Bearing . . . . . . . . . . . . . . . G5-12
Cautions and Warnings . . . . . . . . . . . . A4-1
Charts
Metric Conversions . . . . . . . . . . . . . A5-1
Standard Torques . . . . . . . . . . . . . . A5-1
Check Valves, Hoist Circuit . . . L7-2, L10-9, L10-10
Circuits (Electric)
Air Conditioner . . . . . . . . . . . . . . . D3-6
Auto/Manual (Transmission) . . . . . . . . D3-2
Backup Horn . . . . . . . . . . . . . . . . D4-5
Battery, Charging . . . . . . . . . . . . D2-3, 4-3
Brake Lock . . . . . . . . . . . . . . . . . D3-2
Control Power . . . . . . . . . . . . . . . D4-5
Gauge & Tachometer . . . . . . . . . . . . D3-3
Heater . . . . . . . . . . . . . . . . . . . D3-7
Hoist Control . . . . . . . . . . . . . . . . D3-5
Hoist Interlock . . . . . . . . . . . . . . . D4-5
Hourmeter . . . . . . . . . . . . . . . . . D3-3
Indicator, Warning Light . . . . . . . . . . D3-3
Light . . . . . . . . . . . . . . . . . . . . D3-6
Speedometer . . . . . . . . . . . . . . . . D3-3
Starter . . . . . . . . . . . . . . . . D3-8, D4-5
Transmission Control . . . . . . . . . . . . D4-1
Windshield Wiper . . . . . . . . . . . . . . D3-1
Controls, Operator . . . . . . . . . . . . . . N5-1
Cooling System . . . . . . . . . . . . . . . C3-1
Q01014 9/90 Alphabetical Index Q1-1
D
Differential . . . . . . . . . . . . . . . G5-3, G5-5
Automatic Positive Locking Differential . . M12-1
Deck Structure . . . . . . . . . . . . . B2-1, N2-3
Dump Body . . . . . . . . . . . . . . . . . . . B3-1
E
Electrical Schematic . . . . . . . . . . . Section R
Electrical Supply System . . . . . . . . . . . D2-1
Element, Washing . . . . . . . . . . . . . . . C5-3
Emergency Apply Valve . . . . . . . . . . . J2-3
Engine . . . . . . . . . . . . . . . . . . . . C4-1
Oil Pressure Switch . . . . . . . . . . . . . D3-3
Shut-Down Circuit . . . . . . . . . . . . . . D3-6
F
Filter Air
Cleaning . . . . . . . . . . . . . . . . . . . C5-3
Replacement . . . . . . . . . . . . . . . . C5-1
Final Drive . . . . . . . . . . . . . . . . . . G5-1
Final Drive Driveline . . . . . . . . . . . . . . F5-1
Final Drive Planetaries & Wheel Hub . . . . . G6-1
Floating Ring Seal . . . . . . . . . . . . . . J6-7
Seal Carrier Dimension . . . . . . . . . . . . J6-3
Front Wheel Hub & Spindles . . . . . . . . . G3-1
Fuel Tank . . . . . . . . . . . . . . . . . . . B4-1
G
Gauges . . . . . . . . . . . . . . . . . . . . N5-1
Gauge, Circuit . . . . . . . . . . . . . . . . D3-2
Grille & Hood . . . . . . . . . . . . . . . . . C3-2
H
Heat Exchanger . . . . . . . . . . . . . . . . C3-4
Heater Circuit . . . . . . . . . . . . . . . . . D3-6
Heater, Cab . . . . . . . . . . . . . . . . . . N4-4
Water Control Valve . . . . . . . . . . . . . N4-4
Hoist Auxiliary Manifold . . . . . . . . . . . . L7-2
Hoist Circuit . . . . . . . . . . . . . . . . . . L8-1
Hoist Circuit Checkouts . . . . . . . . . . . L10-6
Hoist Circuit Pressures . . . . . . . . . . . . L10-7
Hoist Circuit Operation . . . . . . . . . . . . . L7-1
Hoist Cylinder . . . . . . . . . . . . . . . . . L8-4
Hoist Overcenter Valve . . . . . . . . . . . . L7-2
Hoist Pump . . . . . . . . . . . . . . . . . . . L3-1
Hoist Valve . . . . . . . . . . . . . . . . . . . L8-1
Hoist Valve Pilot Pressure . . . . . . . . . . L10-6
Horn Circuit . . . . . . . . . . . . . . . . . . D3-1
Hourmeter/Tachometer Circuit . . . . . . . . . D3-3
Hot Start . . . . . . . . . . . . . . . . . . . M7-1
H (contd)
Hub, Front Wheel . . . . . . . . . . . . . . . G3-1
HYDRAIR

Suspension
Charging . . . . . . . . . . . . . . . . . . . H4-1
Front . . . . . . . . . . . . . . . . . . . . . H2-1
Rear . . . . . . . . . . . . . . . . . . . . . H3-1
Spherical Bearing (Rear) . . . . . . . . . . H3-4
Hydraulic
Circuit Description . . . . . . . . . . . . . . L2-1
Diagram . . . . . . . . . . Schematics, Section R
Filter Pressure Switch . . . . . . . . . . . . L3-12
Hydraulic Filter(s) . . . . . . . . . . . . . . L3-10
Pump Specifications . . . . . . . . . . . . L6-21
Steering Brake Pump Repair . . . . . . . . L6-7
Steering Circuit . . . . . . . . . . . . . . . L4-1
System . . . . . . . . . . . . . . . . . . . L2-1
Tank . . . . . . . . . . . . . . . . . . . . . L3-9
Breathers . . . . . . . . . . . . . . . . . L3-10
I
Indicator Light Circuit . . . . . . . . . . . . . D3-3
Instrument Panel . . . . . . . . . . . . . . . N5-1
K
Keyswitch . . . . . . . . . . . . . . . . . . . D4-6
L
Light Circuit . . . . . . . . . . . . . . . . . . D3-6
Low Brake Pressure Detection Module . . . . J3-1
Low Pressure Sensing Valve . . . . . . . . . J2-2
Lubrication . . . . . . . . . . . . . . . . . . . P2-1
M
Manifold, Brake . . . . . . . . . . . . . . . . J3-1
Manifold, Stop Light and Tee . . . . . . . . . J2-5
Manual/Auto Maintenance Switch . . . . . . . D4-5
Metric Conversion Chart . . . . . . . . . . . . A5-1
N
Nitrogen Charging, Accumulators, . . . . . . . L6-1
Nitrogen Charging, Suspensions . . . . . . . H4-3
Q1-2 Alphabetical Index Q01014 9/90
O
Oil Cooled Disc Brakes (Rear) . . . . . . . . . J6-1
Bleeding Procedure (Rear) . . . . . . . . . J6-13
Brake Disc Wear Indicator . . . . . . . . . J6-14
Brake Circuit . . . . . . . . . . . . . . . . . J2-1
Circuit Check-Out Procedure . . . . . . . . . J4-1
Circuit Component Service . . . . . . . . . . J3-1
Diagram (Hydraulic) . . . Schematics, Section R
Disc Pack Specifications . . . . . . . . . . J6-12
Heat Exchanger . . . . . . . . . . . . . . . C3-4
Oil Temperature Warning Switch . . . . . . . D3-5
Piston . . . . . . . . . . . . . . . . . . . . . J6-6
Return Spring Specifications . . . . . . . . . J6-6
Oil Cooled Disc Brakes (contd)
Seal Assembly/Installation . . . . . . . . . . J6-7
Oil Pressure Gauge, (Engine) . . . . . . . . . D3-3
Oil Pressure Sensor . . . . . . . . . . . . . . D3-3
Oil Pressure Switch . . . . . . . . . . . . . . D3-3
Operators Cab . . . . . . . . . . . . . . . . . N2-1
Seat . . . . . . . . . . . . . . . . . . . . . N4-1
Operator Controls . . . . . . . . . . . . . . . N5-1
Retarder Operation . . . . . . . . . . . . . . N5-8
Throttle Pedal . . . . . . . . . . . . . . . N5-13
P
Panel, Instrument . . . . . . . . . . . . . . . N5-4
Panhard Rod Bearing . . . . . . . . . . . . G4-3
Park Brake . . . . . . . . . . . . . . . . . . . J7-1
Park Brake Actuator . . . . . . . . . . . . . . J7-2
Park Brake Circuit . . . . . . . . . . . . . . . D3-2
Parking Brake-Hoist Valve Circuit . . . . . . . L7-2
Power Down Pressure . . . . . . . . . . . . L10-7
Power Take-Off . . . . . . . . . . . . . . . . F4-1
Pressure Relief Valve, Adjusting . . . . . . . L10-7
Pump, Hoist . . . . . . . . . . . . . . . . . . L3-1
Pump, Steering . . . . . . . . . . . . . . . . . L4-1
Q
Quick Fuel Systems . . . . . . . . . . . . . M5-1
R
Radiator . . . . . . . . . . . . . . . . . . . . C3-1
Radiator Shutters . . . . . . . . . . . . . . M19-1
Relay Box . . . . . . . . . . . . . . . . . . . D4-6
Rear Brake Shuttle Valves . . . . . . . . . . . J2-5
Rear Wet Disc Brakes . . . . . . . . . . . . J6-1
Retarder Operation . . . . . . . . . . . . . . N5-8
Retarder Treadle Valve . . . . . . . . . . . . J3-10
Return Hydraulic Filter(s) . . . . . . . . . . . L3-10
S
Safety Rules . . . . . . . . . . . . . . . . . A3-1
Seat, Operators . . . . . . . . . . . . . . . . N4-1
Service Brake, Treadle Valve . . . . . . . . . J3-2
Shutters, Radiator . . . . . . . . . . . . . . M19-1
Shuttle Valves, Rear Brake . . . . . . . . . J2-5
Solenoid, Start . . . . . . . . . . . . . . . . D4-6
Special Tools . . . . . . . . . . . . . . . . . M8-1
Specifications . . . . . . . . . . . . . . . . . A2-1
Speedometer . . . . . . . . . . . . . . . . . D3-3
Spider Gear . . . . . . . . . . . . . . . . . . G5-8
Spindle . . . . . . . . . . . . . . . . . . . . G3-1
Start Solenoid . . . . . . . . . . . . . . . . . D4-6
Starter, 24V . . . . . . . . . . . . . . . . . . D3-8
Steering Bleeddown Circuit . . . . . . . . . . D3-5
Steering Circuit . . . . . . . . . . . . . . . . L4-1
Steering Control Valve . . . . . . . . . . . . L5-1
Steering Cylinders . . . . . . . . . . . . . . L4-3
Steering Pressure Switch . . . . . . . . . . . L4-3
Structures
Body Pads . . . . . . . . . . . . . . . . . . B2-1
Body Pivot Pins . . . . . . . . . . . . . . . B2-1
Body Position Indicatior . . . . . . . . . . . B3-4
Body-Up Pin . . . . . . . . . . . . . . . . . B3-3
Cowl and Hood . . . . . . . . . . . . . . . B2-1
Decks . . . . . . . . . . . . . . . . . . . . B2-1
Dump Body . . . . . . . . . . . . . . . . . B3-1
Fuel Tank . . . . . . . . . . . . . . . . . . B4-1
Liner Plates/Body Repair . . . . . . . . . . B3-4
Rock Ejectors . . . . . . . . . . . . . . . . B3-4
Switch, Body-Up Limit . . . . . . . . . B3-4, D3-5
Switch, Brake Pressure Warning . . . . . . . J2-5
System, Electrical . . . . . . . . . . . . . . . D2-1
Q01014 9/90 Alphabetical Index Q1-3
T
Tachometer Circuit . . . . . . . . . . . . . . D3-3
Tank, Hydraulic . . . . . . . . . . . . . . . . L3-9
Tank, Fuel . . . . . . . . . . . . . . . . . . B4-1
Throttle Control Pedal . . . . . . . . . . . . N5-13
Tires and Rims . . . . . . . . . . . . . . . . G2-1
Front . . . . . . . . . . . . . . . . . . . . G2-3
Rear . . . . . . . . . . . . . . . . . . . . . G2-4
Removal . . . . . . . . . . . . . . . . . . . G2-2
Tire Matching . . . . . . . . . . . . . . . . G2-5
Toe-In Adjustment . . . . . . . . . . . . . . G3-6
Torque Chart, Standard . . . . . . . . . . . . A5-1
Transmission . . . . . . . . . . . . . . . . . . F2-1
Transmission Circuit Components . . . . . . D4-6
Check Light . . . . . . . . . . . . . . . . . D4-1
"Do Not Shift" Light . . . . . . . . . . . . . D4-1
Transmission Control Circuits . . . . . . . . D4-3
Transmission Drive Line . . . . . . . . . . . F5-1
Transmission Filter . . . . . . . . . . . . . . F2-4
Transmission Heat Exchanger . . . . . . . . F3-1
Troubleshooting
Air Conditioning . . . . . . . . . . . . . . M9-22
Brake System . . . . . . . . . . . . . . . . J2-5
Hydraulic System . . . . . . . . . . . . . . L10-8
V
Valves
Accumulator Charging Valve . . . . . . . . L6-4
Accumulator Discharging Valve . . . . . . . J2-2
Accumulator Shuttle Valve . . . . . . . . . . J2-2
Auxiliary Valve Adjustment . . . . . . . . L10-6
Brake Lock Shuttle Valve . . . . . . . . . . J2-3
Brake Lock Solenoid Valve . . . . . . . . . J2-3
Brake Manifold Shuttle Valve . . . . . . . . J2-3
Check Valves, Hoist Circuit . L7-2, L10-9, L10-10
Emergency Apply Valve . . . . . . . . . . . J2-3
Hoist Valve . . . . . . . . . . . . . . . . . . L8-1
Low-Pressure Sensing Shuttle . . . . . . . . J2-2
Overcenter Valve . . . . . . . . . . . . . . L7-2
Pressure Reducing Valve . . . . . . . . . . L7-2
Retarder Treadle Valve . . . . . . . . . . J3-10
Service Brake Treadle Valve . . . . . . . . J3-2
Shuttle Valves
Accumulator Shuttle Valve . . . . . . . . . J2-2
Brake Lock Shuttle Valve . . . . . . . . . J2-3
Rear Brake Shuttle Valves . . . . . . . . J2-5
Service Brake/Retarder Shuttle Valve . . . J2-4
Steering Bleeddown Solenoid Valve . . . . . D3-5
Steering Control Valve . . . . . . . . . . . . L5-1
W
Warning Lights . . . . . . . . . . . . . . D4-5, N5-9
Warnings and Cautions . . . . . . . . . . . . A4-1
Warning Light Circuit . . . . . . . . . . . . . D3-3
Wet Disc Brakes, Rear . . . . . . . . . . . . J6-1
Wheel Hub Removal, Rear . . . . . . . . . . G6-1
Wheel Speed Disc Brake . . . . . . . . . . . J5-1
Windshield Washer . . . . . . . . . . . . . . D3-1
Windshield Wiper Circuit . . . . . . . . . . . D3-1
Q1-4 Alphabetical Index Q01014 9/90
SECTION R
SYSTEM SCHEMATICS
INDEX
ELECTRIC SCHEMATIC (3 Fold-Out Pages) . . . . . . . . . . . . . . . . . . . . . . . . . HE 403
HYDRAULIC SYSTEM SCHEMATIC (1 Fold-Out Page) . . . . . . . . . . . . . . . . . . . . HH 311
(With Rexroth Steering/Brake Pump and Rear Oil-Cooled Disc Brakes)
ALLISON TRANSMISSION (CLT 5963/6063) HYDRAULIC SCHEMATIC . . . . . . . . AT 5/6-HO12
R01005 8/95 Schematics R1-1
NOTES
R1-2 Schematics R01005 8/95

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