Ce BM 019905

CEBM019905
Shop
Manual
DUMP TRUCK
SERIAL NUMBERS
A30001-A30048, A30056-A30057,
A30065-A30066, A30071-A30072,
A30076-A30077, A30081-A30084
With SDA12V160 Engine
This material is proprietary to Komatsu America

Corp (KAC), and is not to be reproduced, used, or
disclosed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so.
The Company reserves the right to make changes
or add improvements at any time without incurring
any obligation to install such changes on products
sold previously.
Because of continuous research and development,
periodic revisions may be made to this publication.
Customers should contact their local Komatsu distributor for information on the latest revision.
Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel
must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all personnel who will come into contact with it.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle components contain or emit
chemicals known to the State of California to cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Battery posts, terminals and related accessories contain lead and lead compounds, chemicals known
to the State of California to cause cancer and birth defects or other reproductive harm. Wash hands
after handling.
CALIFORNIA
Mercury and mercury compounds are known to the State of California to cause developmental problems. This machine may be equipped with optional HID lamps which contain mercury. There is no risk
of exposure unless the lamps are broken. However, the lamps must be reused, recycled or properly
disposed of in accordance with Local, State and Federal Laws at the end of their useful lives.
NON-OEM PARTS IN CRITICAL SYSTEMS

For safety reasons, Komatsu America Corp. strongly recommends against the use
of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical
systems include but are not limited to steering, braking and operator safety systems.
Replacement parts manufactured and supplied by unauthorized sources may not be
designed, manufactured or assembled to Komatsu's design specifications; accordingly, use of such parts may compromise the safe operation of Komatsu products
and place the operator and others in danger should the part fail.
Komatsu is also aware of repair companies that will rework or modify an OEM part
for reuse in critical systems. Komatsu does not generally authorize such repairs or
modifications for the same reasons as noted above.
Use of non-OEM parts places full responsibility for the safe performance of the Komatsu product on the supplier and user. Komatsu will not in any case accept responsibility for the failure or performance of non-OEM parts in its products, including any
damages or personal injury resulting from such use.
FOREWORD
This manual is written for use by the operator and/or the service technician and is designed to help these persons
to become fully knowledgeable of the truck and all its systems in order to keep it operating safely and efficiently.
All operators and maintenance personnel must understand the content in this manual before maintaining or performing operational checks on the truck. All safety notices, warnings and cautions must be understood before
repairing the truck.
This manual shows dimensioning of metric and (U.S. standard) units throughout. All references to right, left, front,
or rear are made with respect to the operator's normal seated position, unless specifically stated otherwise.
Standard torque requirements are shown in torque charts in the Introduction section and individual torques are provided in the text in bold face type, such as 135 Nm (100 ft lb). All torque specifications have 10% tolerance
unless otherwise specified.
The illustrations used in this manual are typical of the component shown and may not be an exact reproduction of
what is found on the truck.
A product identification plate is located on the frame in front of the right side front wheel and designates the truck
model number, product identification number (vehicle serial number), and maximum Gross Vehicle Weight (GVW)
rating.
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 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 GVW. GVW is the total truck weight. This is equal to
the empty vehicle weight + the fuel & lubricants + the payload.
To determine allowable payload: Service all lubricants to the proper level including the fuel tank. Weigh the empty
truck. This includes all accessories, body liners, tailgates, etc. 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 must be removed as often as
practical.
Exceeding the allowable payload will reduce expected life of truck components.
A00036
Introduction
A-1
A-2
Introduction
A00036
TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRICAL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
TRANSMISSION AND TORQUE CONVERTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F
DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
SUSPENSIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00036
Introduction
A-3
KOMATSU HD1500-7 TRUCK
A-4
Introduction
A00036
SECTION A
GENERAL INFORMATION
INDEX
MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2
SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4
TORQUE TABLES AND CONVERSION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7
A01001 8/10
Index
A1-1
NOTES
A1-2
Index
8/10 A01001
MAJOR COMPONENTS AND SPECIFICATIONS

Engine
Power Steering
The Komatsu HD1500-7 dump truck is powered by a

Komatsu SDA12V160 diesel engine. This engine is
Tier 1 compliant.
The HD1500-7 truck is equipped with a full time

power steering system. The system provides positive
steering control with minimum effort by the operator.
Nitrogen-charged accumulators automatically provide emergency power if steering pressure is
reduced below an established minimum.
Transmission
The Torqflow transmission is a planetary gear, multiple disc clutch transmission. The transmission is
hydraulically actuated and force-lubricated for optimum heat dissipation. A three-element, single-stage,
two-phase torque converter is mounted to the front of
the transmission.
The Torqflow transmission is capable of seven forward speeds and one reverse speed. Automatic
shifting is controlled by an electronic shift control system with automatic clutch modulation in all gears. A
lockup system consisting of a wet, double-disc
clutch, is activated in F1-F7 gears for increased fuel
savings.
Depressing the brake pedal, or operating the

retarder, actuates the hydraulic front and rear service
brakes. Both front and rear service brakes are oilcooled, multiple-disc brakes. The brakes are automatically applied when engine speed exceeds the
rated revolutions for the shift range. The system
includes two nitrogen-charged accumulators for
quick response. The accumulators provide emergency braking if a problem occurs in the primary
braking circuit.
Retarder
Final Drive
The final drive consists of a plug-in differential with
planetary wheel drive.
Operators Cab
The HD1500-7 operator's cab has been engineered
for maximum operator comfort and to allow for efficient and safe operation of the truck.
The cab provides for wide visibility, with an integral
four-post ROPS/FOPS. It includes the following:
tinted safety-glass windshield, power-operated side
windows, deluxe interior with a fully adjustable seat
with lumbar support, fully adjustable tilt steering
wheel, controls mounted within easy reach of the
operator, and an electronic display/monitoring panel
to keep the operator informed of the truck's operating
circuits. Audible alarms and indicator lights warn the
operator of system malfunctions.
A02077
Brake System
The operator can manually apply both the front and

rear oil-cooled, multiple-disc brakes by actuating the
retarding system. The retarder control lever is
mounted on the steering column.
The retarding system is also equipped with an Automatic Retard Speed Control (ARSC) system. The
system automatically applies the retarder to maintain
the set speed as initiated by the operator. Refer to
Section N5, Operator Cab and Controls, for more
information on the ARSC system.
Suspension
Hydro-pneumatic suspension cylinders are mounted
at each wheel to reduce shock. The suspensions
provide riding comfort for the operator and machine
stability for safe travel.
Major Components and Specifications
A2-1
MAJOR COMPONENT LOCATION

1. Radiator
2. Front Suspension
3. Front Wet Disc Brakes
4. Steering Accumulators
5. Steering And Brake Filter
6. Hydraulic Tank
A2-2
7. Pump Drive
8. Transmission
9. Hoist Cylinders
10. Final Drive
11. Rear Wet Disc Brakes
12. Differential
13. Rear Suspension

14. Brake Cooling Filters
15. Fuel Tank
16. Transmission Filters
17. Hydraulics Cabinet
18. Brake Cooling Filter
A02077
SPECIFICATIONS
Engine
Service Capacities
Komatsu . . . . . . . . . . . . . . . . . . . . . . . SDA12V160*
. . . . . . . . . . . . . . . . . . . . . . . .Liters . . U.S Gallons
Number of Cylinders . . . . . . . . . . . . . . . . . . . . . . . 12
Operating Cycle (diesel) . . . . . . . . . . . . . . . 4-Stroke
Engine . . . . . . . . . . . . . . . . . . 193 . . . . . . (51)

(Includes Lube Oil Filters)
Rated . 1109 kW (1487 SAE Brake HP) @ 1900 rpm
Cooling System . . . . . . . . . . . 532 . . . . . . (141)
Flywheel . . . 1048 kW (1406 SAE HP) @ 1900 rpm
Fuel Tank . . . . . . . . . . . . . . . . 2120 . . . . . (560)
Weight (dry) . . . . . . . . . . . . . . . . .5813 kg (12,815 lb)
Transmission . . . . . . . . . . . . . 153 . . . . . . .(41)

And Torque Converter
* Tier 1 Compliant
Hydraulic System . . . . . . . . . 900 . . . . . . (238)
Transmission
Differential . . . . . . . . . . . . . . . 297 . . . . . . .(78)
Automatic Electronic Shift Control with Automatic

Clutch Modulation In All Gears.
Torque Converter. . . . . . . . 3-Element, Single-stage,
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two-phase
Lockup Clutch . . . . . . . . . . . . . . . Wet, Double-disc,
. . . . . . . . . . . . . . . . . . . . . . Activated in F1-F7 gears.
Transmission . . . . . . . 7 Forward Speeds, 1 Reverse
. . . . . . . . . . . . .Planetary Gear, Multiple Disc Clutch,
. . . . . . . . . . Hydraulically Actuated, Force-lubricated
Final Drive (each planetary) . 120 . . . . . . .(32)

Hydraulic System
Hydraulic Pumps . . . . . . . . . . . . . . . . . . . . . . . . . (3)
Hoist (Tandem Gear)
. . . . 805 l/min. (213 gpm) @ 18 960 kPa (2,750 psi)
Steering (Piston)
. . . 221 l/min. (58.5 gpm) @ 18 960 kPa (2,750 psi)
Gear . . . . . . . . . . . . . . . . . . . . . kph . . . . . . . . mph
Brake (Tandem Gear) . . . . . 1512 l/min. (400 gpm)
1 . . . . . . . . . . . . . . . . . . . . . . 11.0 . . . . . . . . . 6.8
Hoist Control Valve . . . . . . . . . . . . . . . . . Spool Type
2 . . . . . . . . . . . . . . . . . . . . . . 14.6 . . . . . . . . . 9.1
Positions. . . . . . . . . . Raise, Hold, Float, and Lower
3 . . . . . . . . . . . . . . . . . . . . . . 19.5 . . . . . . . . 12.1
5 . . . . . . . . . . . . . . . . . . . . . . 32.6 . . . . . . . . 20.3
Hydraulic Cylinders
Hoist . . . . . . . . . . . . . 3-Stage Telescoping Piston
Steering . . . . . . . . . . . Twin - Double Acting Piston
6 . . . . . . . . . . . . . . . . . . . . . . 44.2 . . . . . . . . 27.5
Relief Valve Setting . . . . . . . .18 960 kPa (2,750 psi)
7 . . . . . . . . . . . . . . . . . . . . . . 58.0 . . . . . . . . 36.0
Filtration . . . . . . . . . . . In-line Replaceable Elements

Suction . . . . . . . . . . . .Single, Full Flow, 100 Mesh
Hoist & Steering . . . . . . . . . Dual, Full Flow, In-line
. . . . . . . . . . . . High Pressure. Beta 12 Rating = 200
4 . . . . . . . . . . . . . . . . . . . . . . 24.5 . . . . . . . . 15.2
Reverse . . . . . . . . . . . . . . . . . . . 10.6 . . . . . . . . . 6.6
Final Drive
Transmission . . . . . . . . . . . . . .Dual, High Pressure
Final Drive . . . . . . . . . . . . . . . . . Plug-in Differential

. . . . . . . . . . . . . . . . . . . . with Planetary Wheel Drive
Reduction Ratios:
Bevel Set . . . . . . . . . . . . . . . . . . . . . . . . . 2.647:1
Planetary Final Drive . . . . . . . . . . . . . . . . . 7.235:1
Total Reduction . . . . . . . . . . . . . . . . . . . 19.151:1
Electrical System
Batteries (series-parallel). . 4 x 12V / 140 Amp-Hour
Alternator . . . . . . . . . . . . . . 24 Volt, 140 Amp Output
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt
Cranking Motors . . . . . . . . . . . Two - 24 Volt Electric
Service Brakes
Actuation: . . . . . . . . . . . . . . . . . . . . . . . All-Hydraulic
Front . . . . . . . . . . . . . . . Oil-Cooled, Multiple-Disc
Rear . . . . . . . . . . . . . . . Oil-Cooled, Multiple-Disc
. . . . . . . . . . Both act as service and retarder brakes
Retarder Brakes:
Normally Applied . . . . . . . . Manually By Operator.
. . . . . . . . . . . . . . . . . . . . . . . . . . (w/ ARSC control)
Automatically Actuated . . . . . . . . . . . . . . . . . . . . . .
when engine speed exceeds the rated revolutions
of the shift position for the transmission.
Parking Brake: . . . . . . Spring-Applied, Oil Released
. . . . Dry Caliper Disc Actuates On Rear Drive Shaft
Emergency Brakes: Manual or automatic operation.
A02077
A2-3
Steering
Turning Circle Diameter (SAE) . . . . . . . 24.4 m (80 ft)
Automatic Emergency Steering . . . . 2 Accumulators
Tires
Rock Service (E-3) . . . . . . . . . . . . . . . . . . . Tubeless
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . 33.00 R51
Separable Tire Rims:
Rim Size . . . . . 61x 12.95 x 12.7 cm (24 x 51 x 5 in.)
Dump Body Capacity (Standard)

Struck . . . . . . . . . . . . . . . . . . . . . . . 54 m3 (71 yds3)
Heaped @ 2:1 (SAE) . . . . . . . . . . 78 m3 (102 yds3)
Overall Truck Dimensions

Loading Height . . . . . . . . . . . . . . . . 4.965 m (16' 3")
Minimum Clearance Height . . . . . . . . 5.85 m (19' 2")
Overall Length . . . . . . . . . . . . . . . . . 11.37 m (37' 4")
Maximum Width. . . . . . . . . . . . . . . . . 6.62 m (21' 9")
Weight Distribution
Empty . . . . . . . . . . . . . . . Kilograms . . . . .Pounds
Front Axle . . . . . . . . . . . . . . 51,714. . . . . . 114,008
Rear Axle . . . . . . . . . . . . . . 54,041 . . . . . . . 119,140
Total . . . . . . . . . . . . . . . . . . 105,755 . . . . . 233,148
Loaded (150 Ton Payload)
. . . . . . . . . . . . . . . . . . . . . Kilograms . . . . .Pounds
Front Axle . . . . . . . . . . . . . . 83,824 . . . . . . .184,800
Rear Axle . . . . . . . . . . . . . . 165,651 . . . . . .365,199
Total * . . . . . . . . . . . . . . . . . 249 475 . . . . . .550,000
*Not to Exceed 249 475 kg (550,000 lb).
Including Options, Fuel & Payload
A2-4
A02077
SECTION A3
GENERAL SAFETY AND OPERATION
INDEX
SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Leaving The Operators Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4
Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4
Precautions With High Temperature Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4
Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Prevention Of Injury By Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Fire Extinguisher And First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Precautions For ROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Precautions For Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
HAUL ROADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
PRECAUTIONS DURING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
BEFORE STARTING THE ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Preparing For Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Ventilation In Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
In Operators Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Mirrors, Windows, And Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
When Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Precautions For Starting Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Traveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Ensure Good Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Operate Carefully On Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Avoid Damage To Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Driving Near High Voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Loading The Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Parking The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
Battery Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
Starting With Booster Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
MAINTENANCE PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
Warning Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
A03036 03/11
General Safety and Operating Instructions
A3-1
Stopping The Engine Before Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12

Securing The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Working Under The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Keep The Machine Clean
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Radiator Water Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Handling High Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Precautions With High Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Precautions When Performing Maintenance Near High Temperature Or High Pressure . . . . A3-15
Rotating Fan And Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
Handling Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
Storing Tires After Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Walk Around Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
Cold Weather Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-22
ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-23
Cold Weather Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-23
Jump Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-24
AFTER THE ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-24
MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-27
LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
HAULING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
RETARDER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-29
PASSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-29
DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
Raising the Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
TURNING OFF THE ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
Secondary Steering And Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
DISABLED TRUCK DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-33
Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-33
Raising the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-34
Lowering the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-34
DISABLED TRUCK STEERING AND BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-35
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-37
A3-2
03/11 A03036
GENERAL SAFETY AND OPERATION

Safety records from most organizations will show
that the greatest percentage of accidents are caused
by unsafe acts performed by people. The remainder
are caused by unsafe mechanical or physical conditions. Report all unsafe conditions to the proper
authority.
The following safety rules are provided as a guide for
the operator. However, local conditions and regulations may add many more to this list.
Clothing And Personal Items
Avoid loose clothing, jewelry, and loose long hair.

Loose items can catch on controls or in moving
parts and cause serious injury or death.
Never wear oily clothes as they are flammable.
Wear a hard hat, safety glasses, safety shoes,

mask and gloves when operating or maintaining
a machine. Always wear safety goggles, hard hat
and heavy gloves if your job involves scattering
metal chips or minute materials--particularly
when driving pins with a hammer or when
cleaning air cleaner elements with compressed
air. Also, ensure that the work area is free from
other personnel during such tasks.
Read and follow all safety precautions. Failure to

do so may result in serious injury or death.
Safety Rules
Only trained and authorized personnel can

operate and maintain the machine.
Follow all safety rules, precautions and

instructions when operating or performing
maintenance on the machine.
Ensure all personnel understand all hand signals

that are to be used during machine travel and
maintenance.
Unauthorized Modification
Any modification made to this vehicle without

authorization from Komatsu America Corp. can
possibly create hazards.
Before making any modification, consult the

authorized regional Komatsu America Corp.
distributor. Komatsu will not be responsible for
any injury or damage caused by any
unauthorized modification.
Safety Features
Ensure all guards and covers are in their proper

position. Repair damaged guards and covers.
Refer to Operating Instructions - Walk-Around
Inspection in this chapter.
Learn the proper use of safety features such as

safety locks, safety pins, and seat belts. Use
these safety features properly.
Never remove any safety features. Always keep

safety features in good operating condition.
Improper use, or failure to maintain safety

features could result in serious bodily injury or
death.
Leaving The Operators Seat
When preparing to leave the operator's seat, DO

NOT touch any control lever that is not locked.
Unexpected machine movement may result in
serious bodily injury or death. To prevent
accidental machine movement from occurring,
always perform the following:
Move the shift control lever to NEUTRAL and
apply the parking brake.
Lower the dump body, set the dump lever to the
FLOAT position.
Stop the engine. When exiting the machine,
always lock compartments, and take the keys
with you.
A03036 03/11
A3-3
Mounting And Dismounting
Precautions With High Temperature Fluids
Never jump on or off the machine. Never climb on

or off a machine while it is moving.
When climbing on or off a machine, face the

machine and use the hand-hold and steps.
Never hold any control levers when getting on or

off a machine.
Always maintain three-point contact with the

hand-holds and steps to ensure proper support
and balance.
To prevent hot coolant from spraying:
When bringing tools into the operator's

compartment, always pass them by hand or pull
them up by rope.
2. Wait for the coolant temperature to decrease.
If there is any oil, grease, or mud on the handholds or steps, wipe them clean immediately.
Always keep these areas clean. Repair any
damage and tighten any loose bolts.
Properly use the handrails and steps when

getting on or off the machine.
Immediately after machine operation, fluids are at

high temperatures and are pressurized. If a
machine system is opened, there is danger of
serious burns. Allow heat and pressure to
dissipate before performing such tasks and
follow proper procedures as outlined in the
service manual.
1. Stop the engine.
3. Depress
the
pressure
release button on the cap to vent cooling system pressure.
4. Turn the radiator cap slowly to release the pressure before removing.
To prevent hot engine oil spray:
1. Stop the engine.
2. Wait for the oil temperature to cool down.
Fire Prevention For Fuel And Oil
3. Turn the cap slowly to release the pressure

before removing the cap.
Fuel, oil, and antifreeze can be ignited by a

flame. Fuel is extremely flammable and can be
hazardous.
Keep flames away from flammable fluids.
Asbestos Dust Hazard Prevention
Stop the engine. Never smoke when refueling.
Tighten all fuel and oil tank caps securely.
Refueling and oiling must be done in well

ventilated areas.
Asbestos dust is hazardous to

your health when inhaled. If you
handle
materials
containing
asbestos fibers, follow the guidelines below:
Keep oil and fuel in a designated location and DO

NOT allow unauthorized persons to enter.
A3-4
Never use compressed air for

cleaning.
Use water for cleaning to control dust.
Operate the machine or perform tasks with the

wind to your back, whenever possible.
Use an approved respirator when necessary.
03/11 A03036
Prevention Of Injury By Work Equipment
Precautions For Attachments
When installing and using optional equipment,

read the instruction manual for the attachment
and the information related to attachments in this
manual.
DO NOT use attachments that are not authorized

by Komatsu America Corp., or the authorized
regional
Komatsu
distributor.
Use
of
unauthorized attachments could create a safety
problem and adversely affect the proper
operation and useful life of the machine.
Any injuries, accidents, and product failures

resulting from the use of unauthorized
attachments will not be the responsibility of
Komatsu America Corp., or the authorized
regional Komatsu distributor.
Never enter or put your hand, arm or any other

part of your body between movable parts such
as the dump body, chassis or cylinders. If the
work equipment is operated, clearances will
change and may lead to serious bodily injury or
death.
Fire Extinguisher And First Aid Kit
Ensure fire extinguishers

are accessible and proper
usage techniques are
known.
Periodically check fire

extinguishers. Verify that
they are in working
condition.
Know what to do in the event of a fire.
Provide a first aid kit at the storage point. Keep

the kit fully stocked.
Keep the phone numbers of persons you should

contact in case of an emergency on hand.
Precautions For ROPS
The Rollover Protection Structure (ROPS) must

be properly installed for machine operation.
The ROPS is intended to protect the operator if

the machine should roll over. It is designed not
only to support the load of the machine, but also
to absorb the energy of the impact.
ROPS structures installed on equipment

manufactured and designed by Komatsu
America Corp. fulfills all of the regulations and
standards for all countries. If it is modified or
repaired without authorization from Komatsu, or
is damaged when the machine rolls over, the
strength of the structure will be compromised
and will not be able to fulfill its intended purpose.
Optimum strength of the structure can only be
achieved if it is repaired or modified as specified
by Komatsu.
When modifying or repairing the ROPS, always

consult your nearest Komatsu distributor.
Even with the ROPS installed, the operator must

always use the seat belt when operating the
machine.
A03036 03/11
A3-5
PRECAUTIONS DURING OPERATION
HAUL ROADS
Determining the travel road at the work site is an
important for safety, maintenance and speed.
When possible restrict travel to one direction. If it
is necessary to provide for traffic in both
directions, ensure the road is wide enough.
When creating haul roads, orient the road so the
loaded truck passes on the side closest to the hill
face. Keep the road as straight as possible. If
curves are necessary, make the curve radius and
road width as large as possible. Ramp the
outside of curves so they are higher than the
inside.
Limit intersections if possible. Design any
necessary intersections to provide safe
crossings.
Prevention is the best safety program. Prevent a

potential accident by knowing the employer's safety
requirements and all necessary job site regulations.
In addition, know the proper use and care of all the
safety equipment on the truck. Only qualified operators or technicians should attempt to operate or
maintain a Komatsu machine.
Safe practices start before the operator gets to the
equipment!
BEFORE STARTING THE ENGINE
When walking to and from a truck, maintain a

safe distance from all machines even when the
operator is visible.
Before starting the engine, thoroughly check the

area for any unusual conditions that could be
dangerous.
Install adequate lighting and reflectors for safe

travel.
Road grades should not exceed 10% and

emergency ramps installed for brake failures.
Examine the road surface at the job site and

determine the best and safest method of
operation.
Properly maintain haul roads for safe travel. Use

a grader or a dozer to smooth rough roads and
strengthen where necessary. Spray the roads
with water to prevent excessive dust and poor
visibility.
Choose an area where the ground is as

horizontal and firm as possible before performing
the operation.
If it is necessary to operate the machine on or

near a public road, protect pedestrians and cars
by designating a person for work site traffic duty
or by installing fences around the work site.
The operator must personally check the work

area, the roads to be used, and existence of
obstacles before starting operations.
Always determine the travel roads at the work

site. Maintain roads to ensure machine and
operator safety.
If travel through wet areas is necessary, check

the depth and flow of water before crossing the
shallow parts. Never drive through water which
exceeds the permissible water depth.
Install mirrors at curves with poor visibility.

Install signs to warn of any dangers along the
road.
A3-6
03/11 A03036
Fire Prevention
In Operators Cab - Before Starting The Engine
Thoroughly remove wood

chips, leaves, paper and
other
flammable
items
accumulated in the engine
compartment. Failure to do so
could result in a fire.
DO NOT leave tools or spare parts lying around

or allow trash to accumulate in the cab of the
truck. Keep all unauthorized reading material out
of the truck cab.
Keep the cab floor, controls, steps, and handrails

free of oil, grease, snow, and excess dirt.
Check fuel, lubrication, and hydraulic systems for

leaks. Repair any leaks. Clean any excess oil,
fuel or other flammable fluids, and dispose of
properly.
Check the seat belt, buckle and hardware for

damage or wear. Replace any worn or damaged
parts. Always use the seat belts when operating
a machine.
Ensure a fire extinguisher is present and in

proper working condition.
DO NOT operate the machine near open flames.
Read and understand the contents of this manual

pertaining to safety and operating instructions
with special attention. Become thoroughly
acquainted with all gauges, instruments and
controls before attempting operation of the truck.
Read and understand the warning and caution

decals in the operator's cab.
Ensure the steering wheel, horn, controls and

pedals are free of any oil, grease or mud.
Check operation of the windshield wiper,

condition of wiper blades, and check the washer
fluid reservoir level.
Be familiar with all steering and brake system

controls, warning devices, road speeds and
loading capabilities, before operating the truck.
Preparing For Operation
Always mount and dismount while facing the

truck. Never attempt to mount or dismount the
truck while it is in motion. Always use handrails
and ladders when mounting or dismounting the
truck.
Check the deck areas for debris, loose hardware,

and tools.
Check for people and objects that might be in the

area. Remove any obstructions and wait for any
personnel in the area to disperse.
Become familiar with and use all protective

equipment devices on the truck and ensure that
these items (anti-skid material, grab bars, seat
belts, etc.) are securely in place.
Ventilation In Enclosed Areas
If it is necessary to start the

engine within an enclosed
area,
provide
adequate
ventilation. Exhaust fumes
from the engine can kill.
A03036 03/11
Mirrors, Windows, And Lights
Remove any dirt from the surface of the

windshield, cab windows, mirrors and lights.
Good visibility may prevent an accident.
Adjust rear view mirrors to a position where the

operator can see best from the operator's seat.
If any glass or light should break, replace it with a

new part.
Ensure headlights, work lights and taillights are in

proper working order. Ensure that the machine is
equipped with the proper work lamps needed for
the operating conditions.
A3-7
OPERATING THE MACHINE
When Starting The Engine
Never start the engine if a warning tag is

attached to the controls.
When starting the engine, sound the horn as an

alert.
Start and operate the machine only while seated

in the operators seat.
DO NOT allow unauthorized persons in the

operator's compartment or any other place on
the machine.
Precautions For Starting Machine
Start the engine from

operators seat, only.
the
Never attempt to start the

engine by shorting across the
starter terminals. This may
cause fire, or serious injury or
death to anyone in machines
path.
Check for flat tires periodically during a shift. If

the truck has been operating on a flat tire, DO
NOT park the machine inside of a building until
the tire cools. DO NOT stand in front of the rim
and locking ring when inflating a tire mounted on
the machine. DO NOT allow observers in the
area during tiring inflation and service.
The tire and rim assembly may explode if subjected to excessive heat. Move personnel to a
remote or protected location if there is evidence
of excessive heat in the wheel, brake and tire
area.
If the truck must be approached to extinguish a
fire, those personnel should do so only while facing the tread area of the tire (front or back),
unless protected by use of large heavy equipment as a shield. Stay at least 15 m (50 ft) from
the tread of the tire.
Truck Operation - General
In the event of fire in the tire and wheel area

(including brake fires), stay away from the truck
for at least eight hours or until the tire and wheel
are cool.
Wear seat belt at all times.
Only authorized persons are allowed to ride in

the truck. Riders must be in the cab and belted in
the passenger seat.
Keep serviceable fire fighting equipment on

hand.
Report
empty
extinguishers
for
replacement or refilling.
DO NOT allow anyone to ride on the decks or

steps of the truck.
Always have the parking brake applied when the

truck is parked and unattended. DO NOT leave
the truck unattended while the engine is running.
DO NOT allow anyone to get on or off the truck

while it is in motion.
Park the truck a safe distance away from other

vehicles as determined by the supervisor.
DO NOT move the truck in or out of a building

without a signal person present.
Know and obey the hand signal communications

between operator and spotter. Use the direction
of a signal person to travel near buildings,
obstacles, people, etc. Courtesy at all times is a
safety precaution!
Stay alert at all times! In the event of an

emergency, be prepared to react quickly and
avoid accidents. If an emergency arises, know
where to get prompt assistance.
Immediately report any hazardous conditions at

the haul road, pit or dump area.
A3-8
03/11 A03036
Traveling
Lower the dump body and set the dump lever to

the FLOAT position before traveling.
When traveling on rough ground, travel at low

speeds. Do not exceed 27 kph (17 mph). When
changing direction, avoid turning suddenly.
When operating in areas that may be hazardous

or have poor visibility, designate a person to
direct work site traffic.
If the engine should stop while the machine is in

motion, secondary steering and braking enable
the truck to be steered and stopped. A fixed
amount of reserve oil provides temporary
steering and braking to briefly allow machine
travel to a safe area. Apply the brakes
immediately and stop the machine as quickly and
safely as possible (off of the haul road, if
possible).
DO NOT allow anyone to enter the line of travel

of the machine. This rule must be strictly
observed even with machines equipped with a
back-up alarm or rear view mirror.
DO NOT move the shift lever to the N position

while the truck is in motion. If the selector is
shifted to N while in motion or while descending
a hill the following may occur:
Traveling On Slopes
Traveling on slopes could result in the machine

tipping over or slipping.
DO NOT turn the truck around on a slope. To

ensure safety, drive to level ground before
turning around.
DO NOT travel up and down on grass, fallen

leaves, or wet steel plates. These materials may
make the machine slip on even the slightest
slope. Avoid traveling sideways, and always
keep travel speed low.
When traveling downhill, use the retarder or

service brake pedal to reduce truck speed. Bring
the truck to a stop using the brake pedal and
then apply the parking brake. Use caution when
using the brake pedal. Excessive force when
applying the service brakes may cause a loss of
control of the truck.
When turning, rotate the steering wheel gradually

to avoid losing control of the truck.
If the engine should fail while on a slope, apply

the service brakes and bring the truck to a stop.
Move the transmission range selector to
NEUTRAL and apply the parking brake.
Steering may be more difficult.

A lack of cooling oil may cause the braking
system to overheat and fail.
Damage to the transmission may occur.
The engine cannot provide braking when the
transmission is not in gear.
Traveling In Reverse
Before operating the machine or work equipment,
observe the following:
Sound the horn to

warn people in the
area.
For
machines
equipped with a
back-up
alarm,
ensure the alarm
works properly.
Ensure Good Visibility
Check for personnel near the machine. Be

particularly careful to check behind the machine.
When necessary, designate a person to watch

the area near the truck and signal the operator.
This is particularly necessary when traveling in
reverse.
A03036 03/11
When working in dark places, install work lamps

and head lamps. Set up extra lighting in the work
area if necessary.
Discontinue operations if visibility is poor, such as

in mist, snow, or rain. Wait for the weather to
improve to allow the operation to be performed
safely.
A3-9
Operate Carefully On Snow
When Dumping
Before dumping, check that there is no person or

objects behind the machine.
Stop the machine in the desired location. Check

again for persons or objects behind the machine.
Give the determined signal, then slowly operate
the dump body. If necessary, use blocks for the
wheels or position a flagman.
When dumping on slopes, machine stability is

poor and there is danger of tip over. Always
perform such operations using extreme care.
Never travel with the dump body raised.
When working on snowy or icy roads, there is

danger that the machine may slip to the side on
even the slightest slope. Always travel slowly
and avoid sudden starting, turning, or stopping in
these conditions.
Use extreme caution when clearing snow. The
road shoulder and other objects are buried in the
snow and cannot be seen.
Avoid Damage To Dump Body
Always use extreme caution when working in

tunnels, on bridges, under electric cables, or any
other place where there are height limits. The
dump body must be completely lowered before
driving the machine.
Working On Loose Ground
Avoid operating the machine near cliffs,

overhangs, and deep ditches. If these areas
collapse, the machine could fall or tip over,
resulting in serious injury or death. Remember
that ground surfaces in these areas may be
weakened after heavy rain or blasting.
Freshly laid soil and soil near ditches is loose. It

can collapse under the weight or vibration of the
machine. Avoid these areas whenever possible.
Driving Near High Voltage Cables
Driving near high-voltage cables can cause

electric shock. Always maintain safe distances
between the machine and electric cables, as
listed below.
Voltage
Minimum Safety Distance
6.6 kv
3m
10 ft
33.0 kv
4m
14 ft
66.0 kv
5m
17 ft
154.0 kv
8m
27 ft
275.0 kv
10 m
33 ft
Loading The Body
Check that the surrounding area is safe, stop the

machine in the correct loading position, then
evenly load the body.
DO NOT leave the operator's seat during loading.
The following actions are effective in preventing accidents while working near high voltages:
Parking The Machine
Wear shoes with rubber or leather soles.
Use a signal person to give a warning if the

machine approaches an electric cable.
If the work equipment should touch an electric

cable, the operator must remain in the cab.
Choose a horizontal road surface to park the

machine. If the machine must be parked on a
slope, always put blocks under all the wheels to
prevent the machine from moving.
When driving near high voltage cables, DO NOT

allow anyone to approach the machine.
When parking on public roads, provide signals,

such as flags or lights, to warn pedestrians and
other vehicles. Ensure the machine, flags, or
lights do not obstruct the traffic.
Check
with
the
electrical
maintenance
department about the voltage of nearby cables
before operating.
Before leaving the machine, fully lower the dump

body, activate the parking brake, stop the engine,
and lock everything. Always take the key with
you.
A3-10
03/11 A03036
TOWING
Improper towing methods may lead to serious

personal injury and/or damage.
When removing or installing, check which is the

positive (+) terminal and negative (-) terminal.
Use a towing device with ample strength for the

weight of this machine.
Tighten battery caps securely.
Never tow a machine on a slope.
Inspect all towing apparatus for damage. DO

NOT use tow rope that has kinks or is twisted.
Tighten the battery terminals securely. Loose

terminals can generate sparks and lead to an
explosion.
DO NOT stand near the towing cable during

towing.
When connecting a machine that is to be towed,

DO NOT allow anyone to go between the tow
machine and the machine that is being towed.
Set the coupling of the machine being towed in a

straight line with the towing portion of the tow
machine, and secure it in position.
For towing methods, refer to,
Instructions - Towing in this chapter.
Operating
WORKING NEAR BATTERIES
Starting With Booster Cables
Always
wear
safety glasses or
goggles
when
starting
the
machine
with
booster cables.
When
using
booster cables,
DO NOT allow the two machines to touch.
Connect the positive (+) cable first when

installing booster cables. Disconnect the ground
or negative (-) cable first during removal.
If any tool touches between the positive (+)

terminal and the chassis, it will cause sparks.
Always use caution when using tools near the
battery.
Connect the batteries in parallel: positive to

positive and negative to negative.
When connecting the ground cable to the frame

of the machine to be started, connect it away
from the battery to minimize the risk of explosion.
Battery Hazard Prevention
Battery electrolyte contains sulfuric acid and can

quickly burn the skin and eat holes in clothing. If
acid comes in contact with any part of the body,
immediately flush the area with water.
Battery acid can 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 acid is accidentally ingested, drink a large

quantity of water, milk, beaten eggs or vegetable
oil. Call a doctor or poison prevention center
immediately.
When working with batteries always wear safety

glasses or goggles.
Batteries generate hydrogen gas. Hydrogen gas

is very explosive and is easily ignited with a small
spark of flame.
Before working with batteries, stop the engine

and turn the key switch to the OFF position.
Avoid short-circuiting the battery terminals

through accidental contact with metallic objects,
such as tools across the terminals.
A03036 03/11
A3-11
MAINTENANCE PRECAUTIONS
Warning Tag
Starting the engine or operating the controls

while others are performing maintenance on the
truck can lead to serious injury and/or death.
Always attach the warning tag to the steering

wheel in the operator's cab to alert others that
you are working on the machine. Attach
additional warning tags around the machine, if
necessary.
Tags are available from your Komatsu distributor.
Warning tag part number (09963-03001)
Stopping The Engine Before Service
Before performing inspections or maintenance,

stop the machine on firm, flat ground. Lower the
dump body, stop the engine and apply the
parking brake.
If the engine must be operated during service,

such as when cleaning the radiator, always move
the transmission control lever to the NEUTRAL
position and apply the parking brake. Always
perform this work with two people. One person
must sit in the operator's seat to stop the engine,
if necessary. Never move any controls, not
related to the task at hand, during these
situations.
When servicing the machine, DO NOT touch any

moving parts. Never wear loose clothing or
jewelry.
Put wheel blocks under the wheels to prevent

machine movement.
When performing service with the dump body

raised, always place the dump lever in the HOLD
position. Install the body-up retention cable,
securely.
Proper Tools
Use only tools suited

to the task. Using
damaged, low quality,
faulty, or makeshift
tools
can
cause
personal injury.
Securing The Dump Body
Any time personnel are required to perform maintenance on the vehicle with the dump body in the
raised position, the body-up retention cable must
be installed.
The Komatsu body-up retention cable can only
be used with a Komatsu body. Non-OEM dump
bodies may not accommodate the Komatsu
body-up retention cable. The end user must
ensure that a proper cable/sling is used.
1. To hold the dump body in the raised position,
raise the body to it's maximum height. Refer to
Figure 3-1.
2. Remove cable (2) from its stored position on the
body and install between dump body (1) and
the axle housing ear.
A3-12
03/11 A03036
3. Secure the cable clevis pins with cotter pins.

4. Move the hoist lever to the FLOAT position to
slowly lower the body until the cable is supporting the full weight of the body. Then move the
hoist lever to the HOLD position.
5. After maintenance is complete, return the cable

to the stored position.
FIGURE 3-1. SECURING THE DUMP BODY

1. Dump Body
A03036 03/11
2. Body Retention Cable
A3-13
DURING MAINTENANCE
Personnel
Rules To Follow When Adding Fuel Or Oil
Spilled fuel and oil may cause slipping. Always

clean up spills, immediately. Failure to clean up
fuel or oil spills may lead to fires.
Always tighten the cap of the fuel and oil fillers

securely.
Never use fuel to wash parts.
Always add fuel and oil in a well-ventilated area.
Only authorized personnel may service and

repair the machine.
Attachments
Place attachments
been
removed
machine in a safe
manner to prevent
falling.
that have
from
the
place and
them from
Working Under The Machine
Always lower all movable work

equipment to the ground or to
their lowest position before
performing service or repairs
under the machine.
Always block the tires of the machine securely.
Never work under the machine if the machine is

poorly supported.
Radiator Water Level
If it is necessary to add
coolant to the radiator, stop
the engine, and allow the
engine and radiator to cool.
Depress
the
pressure
release button on the cap to
vent cooling system pressure.
Slowly loosen the cap to relieve any remaining

pressure during removal.
Keep The Machine Clean
Spilled oil or grease,

scattered tools, etc. can
cause you to slip or trip.
Always keep the machine
clean and tidy.
If water gets into the electrical system, there is
danger that the machine may move
unexpectedly and/or damage to components
may occur. DO NOT use water or steam to clean
any sensors, connectors, or the inside of the
operator's compartment.
A3-14
Use Of Lighting
When checking fuel, oil, coolant, etc., always use
lighting with anti-explosion specifications. If such
lighting equipment is not used, there is danger of
explosion.
03/11 A03036
Precautions When Performing Maintenance Near

High Temperature Or High Pressure
Precautions With The Battery
When
repairing
the
electrical system or when
performing
electrical
welding,
remove
the
negative (-) terminal of
the battery to stop the
flow of current.
Handling High Pressure Hoses
DO NOT bend high-pressure hoses or hit with

hard objects. DO NOT use any bent or cracked
piping, tubes or hoses. They may burst during
use.
Always repair any loose or broken hoses. Fuel or

oil leaks may result in a fire.
Rotating Fan And Belts
Precautions With High Pressure Oil
Work equipment circuits are always under

pressure.
DO NOT add oil, drain oil, or perform

maintenance or inspections before completely
releasing the internal pressure.
Small, high pressure pin-hole leaks are extremely

dangerous. The jet of high-pressure oil can
pierce the skin and eyes. Always wear safety
glasses and thick gloves. Use a piece of
cardboard or a sheet of wood to check for oil
leakage.
If you are hit by a jet of high-pressure oil, consult

a doctor immediately for medical attention.
A03036 03/11
Immediately after stopping

operation, engine coolant and
operating oils are at high
temperature and under high
pressure. In these conditions,
if the cap is removed, the oil or
water drained, or the filters are
replaced, it may result in burns or other injury.
Wait for the temperature to cool and pressure to
subside, before performing the inspection and/or
maintenance as outlined in the service manual.
Stay away from rotating parts

such as the radiator fan and
fan belts. Serious bodily
injury may result from direct
or indirect contact with
rotating parts and flying
objects.
Waste Materials
Never dump waste oil into a

sewer system, river, etc.
Always put used oil in

appropriate
containers.
Never drain oil directly onto
the ground.
Obey appropriate laws and regulations when

disposing of harmful objects such as oil, fuel,
coolant, solvent, filters, batteries, etc.
A3-15
TIRES
Handling Tires
If the proper tires are not used for the mine conditions, the tires may overheat and burst. Improper tire
usage can also lead to cuts from sharp stones resulting in bursting tires. This may lead to serious injury or
damage.
To maintain tire safety, always adhere to the following conditions:
Inflate the tires to the specified pressure.

Abnormal heat is generated particularly when the
inflation pressure is too low.
Use the specified tires.
The tire inflation pressure and permissible speeds

are general values. The actual values may differ
depending on the type of tire and operating conditions. For details, please consult the tire manufacturer.
When tires become hot, a flammable gas is produced
inside the tire, and may ignite. It is particularly dangerous if the tires become overheated while the tires
are pressurized. If the gas generated inside the tire
ignites, the internal pressure will suddenly rise, and
the tire will explode, resulting in danger to personnel
in the area. Explosions differ from punctures or tire
bursts because the destructive force is extremely
high. Therefore, the following actions are strictly prohibited when the tire is pressurized:
Welding the rim
Welding near the wheel or tire.
Smoking
flames
or
creating
open
If the proper maintenance procedures are not used,

the tire may burst and cause serious injury or damage. When performing tire/wheel maintenance, consult your authorized regional Komatsu distributor, or
the tire manufacturer.
A3-16
Refer to the Society of Automotive Engineers (SAE),

SAE J1337, Off-Road Rim Maintenance Procedures
and Service Precautions, Section 4.2 for additional
information on demounting the tires and rim assemblies. Also, refer to Section 4.4 of SAE J1337 for
assembly and inflation recommendations.
The U.S. Department of Labor Mine Safety and Health
Administration (MSHA) addresses tire repairs in its Title
30 Code of Federal Regulations, 30 CFR 57.14104.
DO NOT stand in front of a rim and locking ring

when inflating a tire mounted on the machine.
Observers must not be permitted in the area.
DO NOT weld or heat the rim assembly with the tire
mounted on the rim. Resulting gases inside the tire
may ignite, causing explosion of the tire and rim.
Storing Tires After Removal
As a basic rule, store the tires in a warehouse

that unauthorized persons cannot enter. If the
tires are stored outside, erect a barrier around
the tires. Install a warning sign that young
children can understand.
Stand the tire on level ground. Block the tire

securely so that it cannot roll or fall over.
If the tire should fall over, flee the area quickly.

Tires for mining equipment are extremely heavy.
Never attempt to hold or support the tire.
Attempting to hold or support a tire may lead to
serious injury.
Mounted tires stored as spares must be inflated

to the minimum inflation pressure necessary to
keep the tire beads properly seated. Maximum
inflation pressure of the stored tire must, in no
instance, exceed 15% of the tires cold inflation
pressure.
03/11 A03036
WHEN REPAIRS ARE NECESSARY

1. Only qualified maintenance personnel, who
understand the systems being repaired, may
attempt repairs.
2. Many components on the truck are large and
heavy. Ensure that lifting equipment is of adequate capacity to handle the lift.
3. DO NOT stand under a suspended load. DO
NOT work under a raised body unless the body
retention cable is in place to hold the body in
the raised position.
4. DO NOT repair or service the truck while the
engine is running, except when absolutely necessary. Keep a safe distance from moving
parts.
5. When servicing an air conditioning system
charged with refrigerant, wear a face shield and
cold resistant gloves for protection against
freezing. Follow all current regulations for handling and recycling refrigerants.
6. Follow package directions carefully when using
cleaning solvents.
7. If an auxiliary battery assist is needed, first use
one cable to connect the 24V positive (+) post
of the disabled truck batteries to the 24V positive (+) post of the auxiliary assist. Use the second cable to connect the 24V negative (-) post
of the auxiliary assist battery to a frame ground
(-) on the disabled truck, away from the battery.
8. Always disconnect the positive and negative
battery cables of the vehicle before doing any
welding on the unit. Failure to do so may seriously damage the battery and electrical equipment. Disconnect the battery charging
alternator lead wire and isolate electronic control components before making weld repairs.
Always fasten the welding machine ground (-)
lead to the piece being welded. The grounding
clamp must be attached, as near as possible, to
the weld area. Never allow welding current to
pass through ball bearings, roller bearings, suspensions, or hydraulic cylinders. Avoid laying
welding cables over or near the vehicle electrical harnesses. Welding voltage could be
induced into the electrical harness and cause
damage to components.
A03036 03/11
9. If the truck is to be towed for any reason,

always consider any special precautions. Refer
to Operating Instructions - Towing, in this chapter for instructions on how to properly tow the
truck.
10. Drain, clean and ventilate fuel tanks and/or
hydraulic tanks before making any welding
repairs.
11. Relieve pressure in lines or hoses before making any disconnects.
Any operating fluid, such as hydraulic oil escaping under pressure, can have sufficient force to
enter a person's body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
with this injury is not received immediately.
12. After adjustments or repairs, replace all shields,
screens and clamps.
13. Use extreme caution when working near tires
and rims.:
DO NOT stand in front of a rim and locking ring

when inflating a tire mounted on the machine.
Observers must not be permitted in the area and
must be kept away from the sides of such tires.
DO NOT weld or heat the rim assembly with the
tire mounted on the rim. Gases inside the tire
may ignite, causing explosion of the tire and rim.
14. Only a qualified operator may operate the truck

in the repair facility or during road testing after
repairs are complete.
A3-17
ADDITIONAL JOB SITE RULES
Use this space to add any additional job site rules not covered in any of the previous discussions.
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A3-18
03/11 A03036
OPERATING INSTRUCTIONS
PREPARING FOR OPERATION
The safest trucks are those which have been properly prepared for operation. At the beginning of each
shift, the operator must perform a careful check of
the truck before starting the engine.
Safety Is Thinking Ahead
Prevention is the best safety program. Prevent a
potential accident by knowing the employer's safety
requirements and all necessary job site regulations.
Be familiar with use and care of the safety equipment
on the truck. Only qualified operators or technicians
may operate or maintain the truck.
A safe work environment begins before the operator
boards the truck.
Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc., are
a potential hazard.
Use personal safety equipment provided for the
operator such as a hard hat, safety shoes, and
safety glass. There are some conditions when
protective hearing devices must also be worn for
operator safety.
When walking to and from the truck, maintain a
safe distance from all machines even if the
operator is visible.
Walk Around Inspection

At the beginning of each shift, perform a careful walk
around inspection on the truck before engine startup. A walk around inspection is a systematic inspection of the truck and its components. The purpose is
to ensure that the truck is safe to operate.
Start at the left front corner of the truck. Move in a
counterclockwise direction, from front to rear. Move
across the rear. and continue forward up the opposite
side of the truck to the original starting point. If these
steps are performed in sequence, and are repeated
every shift, many potential problems can be avoided.
If problems or potential problems are found during
the inspection, notify maintenance. Vehicle breakdowns, unscheduled downtime and loss of production can be reduced.
Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
permitted, the operator must follow this or a similar
routine.
1. Start at the left front of the truck. Visually
inspect all lights and safety equipment for external damage from rocks or misuse. Ensure
lenses are clean and are not cracked or broken.
2. Move behind the front of the left front tire.
Inspect the hub and the oil disc brake assemblies for leaks and abnormalities.
Check that all suspension hardware is secure
and inspect for evidence of wear. Verify suspension extension is within the proper range. Check
for any leaks in the area.
3. Check the engine oil level. Verify engine oil filters or oil lines to filters are not leaking.
A03036 03/11
A3-19
FIGURE 3-2. MAJOR COMPONENT LOCATION

1. Radiator
2. Front Suspension
3. Front Wet Disc Brakes
4. Steering Accumulators
5. Steering And Brake Filter
6. Hydraulic Tank
A3-20
7. Pump Drive
8. Transmission
9. Hoist Cylinders
10. Final Drive
11. Rear Wet Disc Brakes
12. Differential
13. Rear Suspension

14. Brake Cooling Filters
15. Fuel Tank
16. Transmission Filters
17. Hydraulics Cabinet
18. Brake Cooling Filter
03/11 A03036
4. Inspect the fan and air conditioner belts for correct tension, wear, and tracking. Inspect the fan
guard condition and secureness.
5. Move outboard of the front wheel. Inspect
attaching lugs and clamps to ensure all are tight
and intact. Check the tire for damage. Ensure
the tire is properly inflated.
6. Move behind the rear of the front wheel. Check
for leaks or any unusual conditions at the hub
and brakes. Inspect the suspension hardware.
Ensure the tie rod and steering cylinder pivots
are properly greased. Check the secureness of
all parts. Check for hydraulic leaks.
7. Check the transmission oil level. Check the
pumps at the front of the transmission. Check
for proper component mounting and ensure no
leaks exist.
8. Move to the side of the hydraulic tank. Check
the hydraulic fluid level for both the hydraulic
tank and brake cooling oil. Oil must be visible in
the sight glass with the engine stopped and the
body down.
9. Move around the hydraulic tank and in front of
the rear dual tires. Inspect the hoist cylinder for
damage or leaks. Inspect the upper and lower
hoist cylinder pins for secureness. Ensure the
pins are properly greased.
10. Before leaving this position, verify there is no
leakage or any other unusual condition with the
transmission or rear drive shaft.
11. Move around the dual tires. Verify all lugs
clamps are intact and tight. Check the wheel for
leakage from inside of the wheel housing Fluid
may indicate planetary leakage. Check the dual
tires damage and proper inflation. Check for
rocks that might be lodged between the dual
tires. Verify the rock ejector is in good condition
and straight.
12. Check the left rear suspension for damage,
proper extension, and leaks. Ensure the suspension pins are properly greased. Ensure the
covers over the chrome piston rod are in good
condition.
A03036 03/11
13. Check the axle housing breather. Replace the

breather if obstructed. Check for leakage
around the final drive, brake, and connecting
hoses.
14. While standing at the rear of the truck, verify the
rear lights and back up horns are in good condition. Inspect the linkage rods to verify all locations are properly greased. Check both body
pivot pins. Ensure the pins are properly
greased.
15. Perform the same inspection on the right rear
suspension, as done on the left.
16. Move to the right dual tires. Check between the
tires for rocks. Check rock ejector condition.
Inspect the tires for damage, and proper inflation.
17. Check the wheel lugs and wedges, as done on
the left dual wheels. Check for leaks.
18. Move in front of the right dual tires. Inspect the
hoist cylinder, as done on the left side.
19. Move around the fuel tank, and inspect the fuel
gauge. Inspect the mounting hardware at the
upper and lower mounts. Ensure the mounts
are secure and in good condition.
20. Move behind the right front wheel. Ensure the
tie-rod and steering cylinder pivots are properly
greased. Inspect the attaching hardware for the
steering cylinder. Verify all parts are secure.
Ensure the suspension protective cover is in
good condition. Check suspension hardware
and suspension extension. Ensure the mounting pins are properly greased.
21. Move around the right front wheel. Verify all
lugs and clamps are intact and tight.
22. Move behind the right front wheel. Check the
hub and brake for leaks or any unusual condition. Inspect the engine compartment for leaks
or any unusual condition. Inspect the fan guard
and belts. Check for debris from behind the
radiator. Remove any debris that is found.
23. Move to the right front of the truck. Check for
debris that might be trapped in front of the radiator. Remove any debris. Check for coolant
leaks. Inspect all head lamps and fog lights.
A3-21
24. Ensure the ground level engine shut off switch

is ON.
25. Climb the ladder to the main deck. Always use
the hand rails and ladder when mounting or dismounting the truck. Clean the ladder and hand
rails of any foreign material, such as ice, snow,
oil or mud.
Cold Weather Heating System

Some trucks operating in cold weather climates may
be fitted with an optional cold weather heating system. The system includes heaters in the transmission, hydraulic tank, engine oil pan, battery box,
cooling system, and fuel system. Trucks fitted with 40C (-40F) equipment (or colder) may also contain
heaters in the rear axle.
The power receptacle (2, Figure 3-3) is mounted
inside the RH upright near the bottom of the radiator.
Face the truck when using the ladders. Never

mount or dismount the truck while the truck is in
motion.
26. Check the coolant in the radiator using the coolant level sight gauge.
If the engine is hot, allow the coolant to cool

before removing the radiator fill cap. Serious
burns may be acquired from contact with hot
coolant. Depress the pressure relief before
removing the cap.
27. Inspect the battery box cover for damage.
Ensure the cover is secured, tightly.
28. Check the air cleaner indicators. If the indicator
is in the red area, the air filter must be cleaned
or replaced before operating the truck.
29. Clean the cab windows and mirrors. Clean the
cab floor, as necessary. Ensure the steering
wheel, controls and pedals are free of foreign
substances such as oil.
30. Stow personal gear in the cab so that it does not
interfere with operation of the truck. Clean dirt
or trash buildup, specifically in the operator's
cab. DO NOT store tools or supplies in the cab
or on the deck.
31. Adjust the seat and steering wheel so that it is
comfortable for use.
FIGURE 3-3. HEATING SYSTEM POWER

RECEPTACLE
1. Radiator
2. Power Receptacle
The system operates on 220V and is controlled by

various thermostats in the system. The thermostats
operate the heaters within a certain temperature
range.
Do not operate the engine while the heater system is operating. Lack of coolant circulation in
the heaters will burn out the heating elements.
32. Read and understand the information detailed

in Operator Controls and Instrument Panel.
Become familiar with all control locations and
functions before operating the truck.
A3-22
03/11 A03036
ENGINE START-UP SAFETY PRACTICES

Safety rules must be observed upon engine start-up.
Ensure there is adequate ventilation before startup if the truck is in an enclosure. Exhaust fumes
are dangerous!
NOTE: The engine is equipped with an oil prelube

system. A noticeable time delay will occur, while
engine oil passages are being filled, before cranking
motor engagement and engine cranking will begin.
The colder the engine oil temperature, the longer the
time delay will be. In addition, if the truck is also
equipped with an engine starting aid for cold weather
starting, allow the engine prelube system to operate,
first for 5-10 seconds, or until the cranking motor is
engaged. Then activate the engine starting aid.
1. Ensure all personnel are clear of the truck

before starting the engine. Sound the horn as a
warning before starting.
2. Ensure the transmission shift lever is in NEUTRAL and the parking brake is applied.
DO NOT attempt to start the engine while the cold

weather starting heater (if equipped) is operating.
Damage to coolant heaters will result due to lack
of circulation.
3. The key switch is a four position (ACC, OFF,
RUN, START) switch.
When the key slot is in the vertical position, the electrical system
is off and no electrical devices are
energized.
Use this key position to stop the
engine when it is on.
ACC- When the key is rotated counterclockwise
from the OFF position, it is in the accessory
(ACC) position. This position is used to power
certain accessories such as the radio when
there is no intention of starting the engine.
4. When the switch is rotated one position clockwise, it is in RUN and all electrical circuits
except START are energized.
With the selector lever in NEUTRAL and the parking brake
applied, rotate the key switch
fully clockwise to the START
position. Hold this position until
the engine starts (see the following note). The START position is
spring loaded to return to RUN
when the key is released.
A03036 03/11
In cold ambient conditions and when the engine

is cold, the engine rpm will not increase above
low idle speed until the engine controller determines it is safe to do so. This time delay will vary
from 30 seconds to 11 minutes which allows the
coolant and engine oil to warm up. Acceleration
and travel will not be available until the engine
completes this warm-up cycle.
Cold Weather Starting
Starting fluid is extremely volatile and flammable!

Use extreme care when handling and using starting fluid.
If the truck is equipped with cold weather starting aid
and the ambient temperature is below -5C (23F),
push the engine starting aid switch in for three seconds. Release the starting aid switch and turn the
key switch to START. If the engine does not start,
wait at least 15 seconds before repeating the procedure.
DO NOT crank the electric cranking motors for

more than 30 seconds. Allow two minutes for the
motor to cool before attempting to start the
engine again. Severe damage to the cranking
motors may result from overheating.
A3-23
Jump Starting
AFTER THE ENGINE HAS STARTED
The truck cannot be push started. Transmission lube

and control systems are inoperative when the engine
is not on.
If coolant temperature is below 50 C (122 F), the

engine will operate at 1000 rpm in order to reach normal operating temperature. When coolant temperature rises above 50 C (122 F), the engine will return
to normal low idle speed, 650 rpm. Refer to Automatic Idle Selector Switch in Section N, Operator
Cab And Controls, for related information.
When jumping battery power from one truck to

another, all switches must be OFF prior to making
any connections. Check connections for correct
polarity.
Connect one lead of the booster cable to the 24V
positive (+) post of battery needing assist, and the
other lead of the booster cable to the 24V positive (+)
post of the auxiliary battery. Connect one lead of the
second booster cable to the 24V negative (-) post of
the auxiliary battery and then connect the 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 causing
sparks near the battery where explosive gases may
be present.
NOTE: HD1500 trucks are equipped with four 12 volt

batteries connected in series and parallel to provide
24 volt output. Maintain correct voltage and polarity
when connecting booster cables. Damage to
electrical components may result if voltage and
polarity are not correct.
Become thoroughly familiar with the steering, braking, and emergency controls. Perform the following
checks to ensure safe truck operation before each
shift.
During the following safety checks, if actuation

or release of any steering, brake or emergency
control circuit does not appear normal, shut the
engine off, immediately. Notify maintenance personnel. DO NOT operate the truck until the system in question is fully operational. Ensure the
area around the truck is clear before testing.
Steering
1. Test the truck steering in extreme right and left
directions. If the steering system is not operating properly, shut the engine off, immediately.
Determine the problem, and repair before
resuming operation.
NOTE: The steering and brake systems each have
two accumulators that store energy and provide
capability to steer and stop the truck in the event of
an unexpected engine or pump failure.
NOTE: As part of the routine maintenance of the
vehicle, one requirement to ensure proper operation
of each system is to maintain proper accumulator
nitrogen pre-charge. Refer to Section L for proper
procedures when charging the accumulators.
Service Brake
2. With the truck on flat ground, check for normal
operation of the service brake:
a. Depress brake pedal (5, Figure 3-4).
A3-24
03/11 A03036
Auxiliary Brake
b. Move transmission shift lever (2, Figure 3-5)
to the D position and gradually increase
engine speed to 1700 rpm. The truck must
remain stationary. Placing the shift lever in D
ensures that the transmission will start in F2.
c. Reduce engine speed to low idle and release
the service brake. Place the shift lever in N.
5. Check operation of the auxiliary brake:

a. Depress auxiliary brake switch (4, Figure 34). Verify the internal red lamp illuminates.
b. Move the transmission shift lever to 5 and
gradually increase engine speed to full throttle. Placing the shift lever in 5 ensures the
transmission will start in F1. The truck must
remain stationary.
Retarder
3. With the truck on flat ground, check retarder
operation:
a. Move retarder lever (2, Figure 3-4) to the
maximum retard position -lever down. Verify
the retarder pilot lamp in the electronic display panel illuminates.
b. Move the transmission shift lever to the D
position and gradually increase engine
speed to 1700 rpm. The truck must remain
stationary. Placing the shift lever in D
ensures the transmission will start in F2.
c. Reduce engine speed to low idle. Move the
retarder lever to OFF -lever up. The retarder
pilot lamp should turn off. Place the shift
lever in NEUTRAL.
If the truck moves, notify maintenance personnel

to immediately repair the brakes. DO NOT operate the truck until the auxiliary brake is fully operational.
c. Reduce engine speed to low idle. Place the
shift lever in NEUTRAL. Switch the auxiliary
brake OFF. Verify the red indicator lamp
turns off.
Brake Lock
6. Check the operation of the brake lock:
Parking Brake
4. Check operation of the parking brake:
a. Apply parking brake switch (3, Figure 3-4).
Verify the red parking brake lamp in the electronic display panel illuminates.
b. Move transmission shift lever (2, Figure 3-5)
to any position other than N. Verify the central warning lamp on the electronic display
panel flashes.
c. Move the transmission shift lever to the D
position. Gradually increase engine speed to
1550 rpm. Placing the shift lever in D
ensures that the transmission will start in F2.
The truck must remain stationary. If the truck
moves, notify maintenance personnel to
adjust the parking brake. DO NOT operate
the truck until the parking brake is fully operational.
d. Reduce engine speed to low idle. Place the
selector lever in NEUTRAL.
A03036 03/11
a. Depress brake lock switch (6, Figure 3-4).

Verify the brake lock indicator lamp illuminates.
b. With the F1 start switch OFF, move the
transmission shift lever to D to enable the
transmission to start in second gear. Gradually increase engine speed to 1410 rpm. The
truck must remain stationary.
If the truck moves, notify maintenance personnel

to immediately repair the rear brakes. DO NOT
operate the truck until the brake lock is fully
operational.
c. Reduce engine speed to low idle. Place the
shift lever in NEUTRAL. Switch the brake
lock to OFF. Verify the brake lock indicator
lamp is off.
A3-25
7. Check the gauges, warning lights and instruments before truck use to ensure proper system
operation. If any warning lights are illuminated,
shut off the engine immediately and determine
the cause.
8. Ensure headlights, work lights and taillights are
working properly. Good visibility may prevent an
accident. Check the operation of the windshield
wiper and washer.
FIGURE 3-5. CONSOLE CONTROLS

1. Center Console
2. Transmission Shift
Lever
FIGURE 3-4. BRAKE SYSTEM CONTROLS

1. Center Dash Panel
2. Retarder Lever
3. ARSC Lever
4. Auxiliary Brake Switch

5. Brake Pedal
6. Brake Lock Switch
3. Parking Brake Switch

4. Hoist Control Lever
9. When the body is raised, DO NOT allow anyone

beneath unless the body-up retaining device is
in place.
10. DO NOT use the fire extinguisher for any purpose other than putting out a fire! If the extinguisher is discharged, refill or replace the
extinguisher.
11. DO NOT allow unauthorized personnel to ride in
the truck. DO NOT allow anyone to ride on the
ladder or on the deck of the truck.
12. DO NOT leave the truck unattended while the
engine is on. Shut off the engine before leaving
the cab.
A3-26
03/11 A03036
MACHINE OPERATION SAFETY

PRECAUTIONS
7. Apply the brake lock switch at the shovel and

dump areas.
Follow all local safety rules to ensure safe machine

operation.
8. Proceed slowly on rough terrain to avoid deep

ruts or large obstacles. Do not travel along soft
edges or the edge of the fill area.
9. Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
A malfunction exists if any of the red warning

lights illuminate or if a gauge reads in the red
area during truck operation. Safely stop the
truck, and turn off the engine. Have the problem
repaired before resuming truck operation.
1. Sound the warning horn before moving the
truck. When moving in reverse, honk the horn
three times as a back up signal. When starting
forward, signal with two horn honks. Use these
signals each time the truck is moved forward or
backward. Look to the rear before backing the
truck. Watch and obey the ground spotter's
hand signals before reversing. The spotter must
have a clear view of the total area at the rear of
the truck.
2. Operate the truck while properly seated with the
seat belt fastened. Keep hands and feet inside
the cab compartment while driving. Keep a firm
grip on the steering wheel at all times.
3. Frequently check the gauges and instrument
panel for proper readings during operation.
4. Observe all regulations pertaining to the job
site's traffic pattern. Be cautious of unusual traffic patterns. Match the truck speed to haul road
conditions and slow the truck in congested
areas. Obey the spotter's signals at the shovel
and dump.
5. DO NOT allow the engine to idle for extended
periods of time.
10. When driving at night or when visibility is poor,

the headlights must be on. DO NOT travel in
these conditions if the headlights are inoperative.
11. DO NOT travel in reverse if the back-up horn or
lights are inoperative.
12. When driving in reverse, signal with three honks
on the horn. When starting forward, signal with
two honks on the horn. Signal each time the
truck is moved forward or backward.
13. DO NOT stop or park on a haul road unless
unavoidable. If you must stop, move the truck to
a safe place. Apply the parking brake and turn
off the engine. Block the wheels securely and
notify maintenance personnel for assistance.
14. If the low steering pressure warning illuminates
during operation, immediately steer the truck to
a safe stopping area away from other traffic.
Refer to the previous item above.
15. Report adverse haul road conditions, immediately. Muddy or icy roads, pot holes or other
obstructions can present hazards.
16. Keep cab doors closed at all times while the
truck is in motion or unattended.
17. Check for flat tires periodically during the shift. If
the truck has been operating on a flat tire, allow
the tire to cool before parking indoors.
6. Check the parking brake periodically during the

work shift. Use the parking brake for parking
only. DO NOT attempt to apply the parking
brake while the truck is moving!
A03036 03/11
A3-27
LOADING
HAULING
1. Approach the loading area with caution.

Remain at a safe distance while the truck ahead
is being loaded.
1. Stay alert and drive with extreme caution.
2. DO NOT drive over unprotected power cables.
3. Operate the truck with control at all times.
3. When near loading areas, watch for other vehicles and for personnel working in the area.
4. Use extreme caution when approaching an

intersection. Maintain a safe distance between
oncoming vehicles.
4. When approaching a loader or shovel, follow

the spotter or shovel operator signals. The loading process may be shortened by following similar patterns of the trucks that have already
been loaded.
5. The operator must remain in the truck cab with
the engine on during loading. Place the transmission shift lever in NEUTRAL and apply the
brake lock switch.
If the operator must leave the truck cab during

loading, the engine must be shut off and the
parking brake applied. DO NOT use the emergency brake for parking. Remain far enough
away from the truck to avoid being struck by flying material.
2. Govern truck speed based on road conditions,

weather and visibility.
5. Obey all road signs.

6. Always dim high beam headlights before
approaching other vehicles in motion.
7. Maintain a safe distance of 15 m (50 ft) when
following another vehicle. When on a downhill
grade, maintain a distance of 30 m (100 ft).
8. When driving down a grade, maintain a safe
speed ensuring effective retarding.
When descending a known grade with a loaded
truck, adjust the speed of the truck to select the
proper transmission gear range. The truck must
be maintained within the speeds listed on the
retarding capacity decal. A version of the decal
shown below is located inside the cab on the
left front cab post. Use either the retarder control lever or the foot-operated brake pedal to
control the speed of the truck.
6. When the truck is loaded, drive away from the

shovel as quickly as possible, but with extreme
caution.
A3-28
03/11 A03036
RETARDER OPERATION
Two lists are provided on the retarding capacity
decal. One list is for a continuous rating. The second
list is for a short-length rating. Both lists are matched
to the truck at maximum Gross Vehicle Weight
(GVW).
The continuous numbers on the chart indicate the
combination of speeds and grades the vehicle can
safely negotiate for an unlimited time or distance.
The short-length numbers listed on the chart indicate
the combination of speeds and grades the vehicle
can safely negotiate for three minutes. These speeds
are faster than the continuous values, reflecting the
thermal capacity of various system components.
System components can accept heating at a higherthan-continuous rate for a short period of time.
Beyond this period, the system would become overheated.
The short-length rating, sometimes called the "threeminute" limit, will successfully accommodate most
downhill hauls. It is necessary to divide the haul road
grade segment length by allowable speed to determine actual time on the grade. If actual time on the
grade exceeds the allowable amount, travel speed
must be at continuous speed. Ambient temperature,
as well as the temperature of the brake cooling oil
can affect this number. (The brake cooling oil could
already be above the normal range from recent operating conditions).
If the maximum engine speed of 2100 rpm or the

brake oil temperature of 120C (248F) is about to be
exceeded, move the transmission shift lever to the
next lower range. Adjust the retarder control to
reduce speed and allow the transmission to downshift into the selected gear range.
Continue this procedure to maintain engine speed at
2000 - 2100 rpm and brake oil temperature below
120C (248F). When the proper gear range is
attained, continue to use the retarder as needed to
maintain a safe speed.
If brake oil temperature exceeds 120C (248F), the
brake oil temperature warning will turn on. As quickly
as safety will permit, stop the truck away from traffic.
Move the transmission shift lever to NEUTRAL and
apply the parking brake. Operate the engine at high
idle.
Keep the engine at high idle until the brake oil temperature warning light turns off and brake oil temperature cools to below 120C (248F). If the
temperature does not return to this range within a
few minutes, immediately report the condition to
maintenance personnel. Wait for further instructions
before moving the truck.
PASSING
1. DO NOT pass another truck on a hill or at a
blind curve!
DO NOT exceed the recommended maximum

speeds when descending grades with a loaded
truck.
2. Before passing, ensure the road ahead is clear.

If a disabled truck is blocking your lane, slow
down and pass with extreme caution.
3. Use only the areas designated for passing.
For efficient retarder operation, adhere to the following guidelines:

Maintain engine speed between 2000 - 2100 rpm
When descending a grade, apply the retarder
and observe both the tachometer and the brake
oil temperature gauge. Engine speed must be
maintained at 2000 - 2100 rpm. Brake oil
temperature must be maintained below 120C
(248F).
A03036 03/11
A3-29
DUMPING
Raising the Dump Body
1. Approach the dump area with extreme caution.

Ensure the area is clear of personnel and
obstructions such as overhead power lines.
Obey spotter signals, if present.
Avoid unstable areas. Travel at a safe distance
from the edge of a dump area. Position the
truck on a solid, level surface before dumping.
As the body raises, the truck center of gravity will

move. The truck must be on a level surface to
prevent tipping!
2. Carefully maneuver the truck into dump position. When backing the truck into dump position,
use the foot-operated brake pedal to stop and
hold the truck.
3. When in the dump position, place the transmission shift lever in NEUTRAL, and apply the
brake lock switch.
When dumping very large rocks or sticky material, the material may exit the body too fast. This
may cause a violent jolt to the dump body and
cause possible injury to the operator. Damage to
the hoist cylinders, frame, and the dump body
hinge pins may also result. If it is necessary to
dump this kind of material, refer to the caution in
the following procedure.
4. Move hoist control lever (1, Figure 3-6) to
POWER UP position (4) and release the lever.
Releasing the hoist lever anywhere in the lever
stroke when raising will place the dump body in
HOLD at that position.
5. Raise engine rpm to accelerate the hoist speed.
Refer to the following caution note.
When the body is near the maximum angle,
reduce engine rpm in order to reduce the shock
load to the hydraulic system and hoist cylinders.
If dumping very large rocks or sticky material as

described in the warning above, slowly accelerate engine rpm and raise the dump body. When
the material starts to move, release the hoist
lever to the HOLD position. If the material does
not continue out of the dump body, repeat this
procedure until the material has been dumped.
6. When the dump body rises to the desired position, release the hoist control lever. The lever
will return to the HOLD position.
If necessary to raise the body further, move the
dump lever to POWER UP. The dump body will
rise until the hoist cylinders are fully extended.
FIGURE 3-6. HOIST CONTROL
2. FLOAT/HOLD
Position
A3-30
3. POWER DOWN
Position
4. POWER UP Position
5. Center Console
03/11 A03036
SAFE PARKING PROCEDURES
Lowering The Dump Body

7. After the load clears the body, lower the body to
the frame by moving the hoist control lever forward to the DOWN position. The dump body will
start to move downward.
8. Releasing the lever during the downstroke will
return the lever to the FLOAT position. The
body will then float down under its own weight.
If dumped material builds up at the body tailgate
and the body cannot be lowered, shift the transmission shift lever to DRIVE. Release the brake
lock switch, and drive forward to clear the material. Stop, and shift the transmission shift lever
to NEUTRAL. Apply the brake lock switch and
lower the dump body. See the note below.
DO NOT move the truck with the

dump body raised except in the
event of an emergency. Failure
to lower the dump body before
moving the truck may cause
damage to the hoist cylinders,
frame and body hinge pins.
NOTE: When traveling, always place the hoist
control lever in the FLOAT position, regardless of
whether or not the truck is loaded.
NOTE: If the transmission shift lever is moved to any
position other than NEUTRAL when the hoist control
is not in FLOAT, the central warning lamp will flash
and the alarm buzzer will sound intermittently.
9. With the body on the frame, move the transmission shift lever to DRIVE. Release the brake
lock switch, and carefully exit the dump area.
A03036 03/11
The operator must continue to use safety precautions when parking and turning the engine off.
Any questionable truck performance must be
checked by maintenance before the truck is used for
another shift.
1. Park the truck on level ground when possible,
and away from other vehicles. If parking on a
grade, position the truck perpendicular to the
grade.
Haul roads are not safe parking areas. In an
emergency, choose the safest spot most visible
to other machines in the area.
2. Apply the parking brake. Verify that the parking
brake is operating properly and is capable of
holding the truck stationary.
Use the parking brake when parking the truck.

Verify the parking brake is capable of holding the
truck stationary before stopping the engine.
DO NOT use the brake lock to secure the truck
when parking. The brake lock will release when
hydraulic pressure dissipates after the engine is
turned off. This may result in truck movement,
damage to surrounding objects, and serious
injury to personnel in the area.
3. Install wheel chocks.
4. If the truck is disabled and near operating
trucks, mark the truck with warning flags in daylight, or with flares at night.
A3-31
TURNING OFF THE ENGINE
SUDDEN LOSS OF ENGINE POWER
Follow the sequence below at the end of machine

use.
If the engine suddenly stops, stored hydraulic pressure in the brake and steering accumulators enables
temporary usage of steering and brake functions.
Because accumulator oil supply is limited, it is important to stop the truck as quickly and safely as possible after the loss of engine power. When pressures
drop to a pre-determined level, the low brake pressure and low steering pressure indicators will illuminate and a buzzer will sound. If the brake pressure
continues to decrease, the auto-apply feature will
activate and the service brakes will automatically
apply to stop the truck.
1. Stop the truck, and reduce engine rpm to low

idle. Place the transmission shift lever in NEUTRAL, and apply the parking brake. Refer to the
guidelines in Safe Parking Procedures for
proper instructions when parking the truck.
2. Allow the engine to cool gradually by operating
at low idle for three to five minutes.
3. Turn the key switch to the OFF position to stop
the engine.
4. Close and lock all windows. Remove the key
from the key switch and lock the cab to prevent
possible unauthorized truck operation.
5. Dismount the truck, properly.
Bring the truck to a safe stop as quickly as possible

by using the foot pedal to apply the service brakes. If
possible, steer the truck to the side of the road during
braking. Apply the parking brake as soon as the truck
comes to a complete stop. Turn the key switch OFF
and notify maintenance personnel, immediately.
If the truck is disabled in a high-traffic area, mark the
truck with warning flags during daylight hours, and
flares at night.
Secondary Steering And Braking

The steering and brake systems each have accumulators that store energy. The accumulators provide
hydraulic power in the event of an unexpected
engine failure or pump failure.
Checking the accumulator nitrogen charge is a
required routine maintenance item. Refer to Section
J for the proper procedures when charging the brake
accumulators. Refer to Section L for the proper procedures when charging the steering accumulators.
Audible and visual warnings will alert the operator if
accumulator pressures drop below the preset values
during operation.
A3-32
03/11 A03036
DISABLED TRUCK DUMPING
Hookup
Sometimes it is necessary to dump a load from the

body of a disabled truck with an inoperable hoist system. The following instructions describe the use of a
"good" truck to provide the hydraulic power required
to raise the body of a disabled truck to dump the
load.
Ensure there is an adequate and safe area to dump

the loaded dump body.
Figure 3-7 shows the quick disconnect fittings on a

hoist manifold for connecting the hoist circuits
between trucks.
2. Purge the pressure from the brake accumulators, steering accumulators, and hydraulic tanks
on each truck.
1. Safely park the good truck as close as possible

to the disabled truck. When the good truck is in
position next to the disabled truck, turn off the
engine.
3. Attach a hose from the power up quick disconnect on the good truck to the power down circuit
on the disabled truck. Hoses must be rated to
withstand 19 305 kPa (2800 psi) or greater
pressure.
NOTE: The power down circuit uses a smaller
diameter hose (tube) than the power up circuit.
4. Connect another hose from the power down
quick disconnect on the good truck to the power
up circuit on the disabled truck.
FIGURE 3-7. HOIST CIRCUIT QUICK DISCONNECT FITTINGS

1. Power Down Circuit
A03036 03/11
2. Power Up Circuit
A3-33
Raising the Body
Lowering the Body
5. Move the hoist control lever on the disabled

truck to the HOLD position. Leave the lever in
this position during the entire procedure.
6. Adjust the power down relief setting on the
good truck to the maximum setting. On HD1500
trucks, the power down relief valve (1, Figure 38) is located on pilot valve (2) inside of the
brake cabinet. Gently, turn the adjustment
screw clockwise until it bottoms out. Count the
exact number of turns that the adjustment
screw is turned, and note for later adjustment.
7. Start the engine on the good truck, and adjust
the engine speed to 1000 rpm.
8. Place the hoist control in the POWER DOWN
position. Continue to hold in this position until
the hoist cylinders reach full extension.
Increase engine speed as necessary.
9. After the load has been emptied from the body,

release the hoist control lever. The body of the
disabled truck should immediately begin floating
downward.
If any residual material left in the body prevents
lowering, perform the following:
a. Place the good truck hoist lever in the
POWER UP position, and monitor the body
of the disabled truck for downward movement. The body of the good truck may rise a
small amount during this step.
b. Once the body of the disabled truck begins
downward, move the hoist control all the way
forward. Then, release the lever to the
FLOAT position.
10. Turn off the engine. Depressurize the brake
accumulators, steering accumulators, and the
hydraulic tanks on each truck.
11. Disconnect the hoses from each truck.
DO NOT move the hoist control from the POWER

DOWN position until full extension is reached.
DO NOT attempt to move the lever to the HOLD
position during this procedure.
12. Readjust the relief valve setting on the good

truck. Turn the screw counter-clockwise the
same number of turns as was noted earlier in
this procedure. The power down relief valve setting on an HD1500 is 10 342 kPa (1500 psi).
FIGURE 3-8. POWER DOWN RELIEF VALVE

1. Power Down Relief
A3-34
2. Hoist Pilot Valve
03/11 A03036
DISABLED TRUCK STEERING AND

BRAKING
During towing, it may be necessary to steer and stop
a disabled truck using hydraulic power from the tow
truck. The following instructions describe the use of a
"good" truck to provide the hydraulic power required
to steer and stop a disabled truck.
Figure 3-10 illustrates a typical hookup with another
HD1500. Figure 3-9 shows the location of the quick
disconnects on the bleed-down manifold.
Only install quick disconnects in the instance of

a truck failure. During normal truck operation, the
fittings must be absent from the manifold, and
plugs installed.
1. When the good truck is in position in front of the
disabled truck, turn off the engine, and apply the
parking brake.
11. If no problems are evident, begin moving the

machines.
Maintain a travel speed equal to normal human
walking speed. Steer the machine slowly while
keeping turns at 1/4 revolution/second or less.
NOTE: Use the brakes sparingly when possible.
Each braking application and release on the
disabled truck transfers oil from the good truck
to the disabled truck. It may be necessary to
drain oil from the disabled truck if the hydraulic
tank inherits too much oil.
12. When the trucks have reached their destination,
apply the parking brake on each truck and shut
the engine off.
13. Depressurize the steering accumulators before
removing the hoses. Attempt to steer each truck
to verify no pressure remains in the system.
2. Purge any pressure from the steering accumulators on each truck. Verify no pressure exists
by attempting to steer each machine.
3. Connect the supply and return hoses to the
quick disconnects on each bleed-down manifold. Route and secure the hoses in a safe manner that will prevent hose damage during
machine movement.
4. Install pressure gauges in the brake supply circuit on both trucks for verification of proper
brake system pressures after machine start up.
5. Position the retarder lever on the bad truck in
the OFF position. DO NOT use the retarder
lever during machine towing.
6. Turn the disabled truck key switch to the ON
position. This prevents oil transfer between
trucks from the retarder command circuit.
7. Start the good truck, and allow the engine to
idle for a minimum of three minutes.
8. Verify proper brake system pressures on both
trucks. HD1500: 18 960 kPa (2750 psi).
9. Slowly operate the steering wheel on each truck
to check steering function. Slow movement will
allow any trapped air to bleed out of the system.
10. Check all hydraulic connections for leakage
before machine travel.
FIGURE 3-9. STEERING QUICK DISCONNECTS
1. Bleed-down
Manifold
A03036 03/11
2. Supply Port
3. Return Port
A3-35
A3-36
03/11 A03036
FIGURE 3-10. GOOD TRUCK / DISABLED TRUCK STEERING AND BRAKING HOOKUP
TOWING
3. Determine the primary reason that the truck is
disabled.
Prior to towing a truck, many factors must be

carefully considered. Serious personal injury
and/or significant property damage may result if
important safety practices and procedures are
not observed. Use extreme care when towing a
disabled truck.
Towing a machine is only advised for short
distances. For longer distances, the machine
must be hauled.
All precautions must be observed to protect
the operators in the event of wire rope
breakage.
Wire rope capable of towing 77,110 kg
(170,000 lb) is required for the HD1500.
An observer must be positioned in a safe
location during towing for signalling the
operators.
a. If the truck is being towed because of engine

failure, certain precautions must be
observed. The loss of hydraulic power due to
engine failure requires the use of hydraulic
power from another source. The tow
machine or an auxiliary power unit must be
used to supply hydraulic power. Hydraulic
power is necessary for dumping, steering
and braking. Hydraulic power is also necessary to release the spring applied parking
brake. Refer to Disabled Truck Dumping and
Disabled Truck Steering and Braking in this
chapter for more information on hookup.
b. If the truck is disabled because of a suspected final drive problem, both right and left
drive axles must be removed before towing.
Refer to Section G, Final Drive, for more
information.
Towing speed must not exceed 2 kph (1 mph).

Tow rope angles must not exceed 10.
Observe all precautions outlined in this manual,
as well as local regulations. Refer to the following steps when towing is necessary:
Extensive secondary damage may occur

to final drive components and/or the
transmission, if the truck is towed without first removing the drive axles.
1. Block the disabled truck to prevent movement

while preparing the truck for towing and attaching the wire rope and other connections.
Remove damaged components and any

debris before moving the truck. Failure to
remove debris or damaged components
may result in further damage.
2. Verify the towing capacity of the wire rope (it

must be capable of towing 77,110 kg (170,000
lb). Verify the rope is in good condition showing
no indications of damage or wear.
c. If the truck is disabled because of a suspected transmission problem, remove the

drive shaft between the transmission and the
differential case. If the drive axles were
removed, it is not necessary to remove the
drive shaft.
4. Use the tow eyes installed under the front bumper for towing from the front of the disabled
truck. Both tow hooks must be used. Use the
tow pin on the rear axle when pulling the disabled truck from the rear.
A03036 03/11
A3-37
5. If the engine on the disabled truck is operational, start the engine before towing to release
the parking brake, and to enable steering and
braking.
6. If the engine is inoperable, hydraulic power for
steering, braking and transmission lubrication
will not be available.
Install the necessary hydraulic connections
between the tow vehicle and the disabled truck
to provide hydraulic power. Refer to Disabled
Truck Steering and Braking.
7. If the body of the disabled truck contains a load,
dump the load before towing. If the engine is not
operational, refer to Disabled Truck Dumping.
8. Remove all blocking, and release the disabled

truck brakes. Begin towing the disabled truck. A
spotter must signal the operators to stop the
tow if any signs of danger or damage are evident.
DO NOT exceed 2 kph (1 mph) when towing

another truck.
Smooth and gradual truck movement is
essential during towing. Sudden movement
may cause wire rope failure leading to injury
and/or truck damage.
Minimize the tow angle at all times - Never
exceed 10 in any direction, vertically or
horizontally. The towed truck must be steered
in the direction of the wire rope.
Consult your customer support manager for any
questions or concerns about towing a disabled truck.
A3-38
03/11 A03036
WARNINGS AND CAUTIONS

The following pages provide a brief explanation of the warning, caution, and service instruction plates and decals
attached to the truck. The plates and decals listed here are typical of this model. 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 is illegible or damaged, it must be
replaced with a new one.
WMC - Character positions 1, 2 and 3 identify the
Worldwide Manufacturer Code (WMC). The WMC
designates the manufacturer of the product. Komatsu
brand products are identified with the letters KMT.
MDS - Character positions 4, 5, 6, 7 and 8 identify

the Machine Descriptor Section (MDS). The MDS
code identifies general information regarding
machine specifications. The MDS is a code for the
machine type and model.
A product identification plate is located on the frame

in front of the right side front wheel. It shows the truck
model number, maximum Gross Vehicle Weight
(GVW) and Product Identification Number (PIN)
CL - Character position 9 identifies the Check Letter

(CL). The CL is used to verify the accuracy of the
individual PIN.
FC - Character positions 10 and 11 identify the Factory Code (FC). The FC identifies the Komatsu factory in charge of claims for the product. The FC for
electric drive trucks is 61.
SN - Character positions 12, 13, 14, 15, 16, and 17

identify the Serial Number (SN). The SN is a unique
sequential number.
The PIN consists of 19 total characters. The first and

last characters are tamper preventative symbols (*).
The remaining 17 alpha/numeric characters are used
to identify five characteristics of the machine. The
five characteristics are detailed below.
A04055 10/11
Warnings and Cautions
A4-1
A warning decal is located below the key switch on

the instrument panel. The warning stresses the
importance of reading the operator's manual before
operation.
A grade/speed plate is located on the left front post of

the operator's cab. The decal provides the recommended maximum speeds to be used when
descending various grades with a loaded truck.
Always refer to the decal in the operator's cab. This
decal may change with optional truck equipment.
A plate attached to the right rear corner of the cab

states the Roll-Over Protective Structure (ROPS)
and Falling Object Protective Structure (FOPS) meet
various SAE performance requirements.
DO NOT modify these components. DO NOT

attempt to repair damage without written
approval from the manufacturer. Unauthorized
repairs will void certification.
When the auxiliary brake switch is activated, full,
unmodulated brake pressure is applied to all wheels.
The parking brake will also be applied.
Never actuate the auxiliary brake when the truck is
moving, except in the event of an emergency.
A plate is located next to the fill cap on the fuel tank

specifying diesel fuel only. Refer to the engine operation and maintenance manual for more information
on fuel requirements.
A4-2
10/11 A04055
Warning plates are attached to the hydraulic tank

and the fuel tank. The decals alert technicians not to
work on the truck with the body raised unless the
body-up retention cable is in position.
Warning plates are mounted on the truck frame in

front of and to the rear of both front tires. The decal
alerts all persons to remain at a distance when the
truck is being started.
A04055 10/11
A plate is mounted on the left hand side of the transmission oil pan. The decal provides instructions for
properly checking the transmission oil level. Refer to
Section P2, Lubrication And Service, for more information on filling the transmission.
A warning plate is mounted on top of the radiator

surge tank cover near the radiator cap. The engine
cooling system is pressurized when the engine is on
and/or when the system is hot. Turn the engine off
and allow the engine to cool before removing the
radiator cap. Release internal pressure by depressing the pressure relief. Unless the pressure is first
released, removing the radiator cap will result in the
hot coolant being expelled from the radiator. Serious
scalding and burning can result.
A4-3
A caution decal is attached below the hydraulic tank

oil level sight gauge. Check the oil level with the body
down, engine stopped, and the key switch OFF.
Refer to the filling instructions outlined in Section P2,
Lubrication And Service. Instructions are also outlined on the following decal.
A plate on the side of the hydraulic tank provides

instructions for filling the hydraulic tank.
Keep the system open to the atmosphere only as
long as necessary to lessen the chances of system
contamination. Service the tank with clean type C-4
hydraulic oil. All oil being put into the hydraulic tank
must be filtered to 3 microns.
This danger plate is attached to each suspension

and steering accumulator. These plates warn that the
suspension and accumulators are charged with high
pressure nitrogen. Read the service manual and follow safety procedures when performing service on
these components.
A warning plate is attached to the frame above the

hydraulic system Auxiliary Power Unit (APU) quick
disconnect fittings. The plate alerts technicians that
high pressure hydraulic oil is present during operation. Use caution when opening the hydraulic system. There is always a chance of residual pressure
being present. Loosen fittings slowly to allow pressure to dissipate before removing any connections.
Pressurized operating fluids, such as hydraulic

oil, can have sufficient force to penetrate skin.
Serious injury and death may result if proper
medical treatment from a physician familiar with
this injury is not received immediately.
A4-4
10/11 A04055
This plate is located on the battery box and near the

battery disconnect switches to indicate that the battery system is a negative ground system.
These decals are placed above the battery disconnect switches on the right side of the front bumper to
indicate OFF and ON positions of the switches.
Attached to the exterior of the battery compartment is

a danger plate. This plate stresses the prevention of
sparks near the battery. When another battery or
24VDC power source is used for auxiliary power, all
switches must be OFF prior to connecting. Maintain
correct polarity: connect the positive (+) posts
together and then connect the negative (-) lead of the
auxiliary power cable to a good frame ground. Do not
connect to the negative posts of the truck batteries.
Do not connect near the battery box. These precautions minimize the danger of sparks near the batteries.
Sulfuric acid is corrosive, toxic and explosive. Use
safety goggles, rubber gloves and a rubber apron
when working near batteries.
If battery electrolyte is splashed into the eyes or is
ingested, get the proper medical attention, immediately.
A04055 10/11
A warning decal is located on the rear compartment

in the operator cab. Use caution when working
around or in this compartment. Electrical potential
may be present even when the battery disconnect
has been switched to OFF.
A caution plate is located on the side of the battery

box. These instructions must be followed to avoid
damage to electronic components when welding on
the truck.
A4-5
The lubrication chart is located on the LH side of the

radiator. The chart specifies some of the critical
maintenance items to be checked. Component location and service intervals are specified on the chart.
The lube key lists the proper lubricants to be used.
Refer to Section P2, Lubrication and Service, for
more information on maintenance items.
A4-6
10/11 A04055
TORQUE TABLES AND CONVERSION CHARTS
This manual provides dual dimensioning for many

specifications. Metric units are specified first, with
U.S. standard units in parentheses. When torque values are not specified in the assembly instructions
contained in this manual, use the standard torque
value for the hardware being used. Standard value
torque tables are contained in this chapter for metric
and SAE hardware.
References throughout the manual to standard

torques or other standard values will be to one of
the following tables. Do not use standard values
to replace specific torque values in assembly
instructions.
NOTE: This truck is assembled with both metric and

SAE (U.S.) hardware. Reference the correct table
when determining the proper torque value.
For values not shown in any of the charts or tables,

standard conversion factors for most commonly used
measurements are provided in the following tables.
Refer to Hardware Tightening Method at the end of
this chapter for the preferred method for marking
torqued capscrews and nuts.
INDEX OF TABLES
TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
TABLE 1
Standard Tightening Torque For Metric Cap screws and Nuts . . . . . . . . . . . . . . . . . . . . . . . . . A5-2
TABLE 2
Standard Tightening Torque For SAE Grade 5 & 8 Cap Screws and Nuts . . . . . . . . . . . . . . . . A5-3
TABLE 3
Standard Tightening Torque 12-Pt, Grade 9, Cap Screws (SAE) . . . . . . . . . . . . . . . . . . . . . . . A5-4
TABLE 4
Tightening Torque for T-Bolt Type Hose Clamps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-5
TABLE 5
Standard Tightening Torque For Split Flange Clamp Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . .A5-5
TABLE 6
Tightening Torque For Flared Tube And Hose Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-5
TABLE 7
JIC 37 Swivel Nuts Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-6
TABLE 8
Pipe Thread Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-6
TABLE 9
O-Ring Boss Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-7
TABLE 10
O-Ring Face Seal Torque Chart (SAE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-7
TABLE 11
Common Conversions Multipliers - Metric -to- English . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-8
TABLE 12
Common Conversions Multipliers - English -to- Metric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-9
TABLE 13
Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-10
TABLE 14
Sealants And Adhesives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-11
A05005 09/11
Torque Tables And Conversion Charts
A5-1
EFFECT OF SPECIAL LUBRICANTS

On Fasteners and Standard Torque Values
STANDARD TIGHTENING TORQUES

For Class 10.9 Cap screws & Class 10 Nuts
The Komatsu engineering department does not

recommend the use of special friction-reducing
lubricants, such as Copper Coat, Never-Seez, 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.
The following specifications apply to required

assembly torques for all metric class 10.9 finished
hexagon head cap screws and class 10 nuts.
If special friction-reducing lubricants are used with

the standard torque values listed in this chapter,
excessive stress and possible breakage of the
fasteners may result.
Where the 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 below) on the
threads and seats unless specified otherwise.
NOTE: Ensure the threads of fasteners and tapped
holes are free of burrs and other imperfections before
assembling.
Suggested* Sources for Rust Preventive Grease:
American Anti-Rust Grease #3-X from Standard
Oil Company (also American Oil Co.)
Cap screw threads and seats shall not be

lubricated when assembled. These specifications
are based on all cap screws, nuts, and hardened
washers being phosphate and oil coated.
If zinc-plated hardware is used, each piece must
be lubricated with simple lithium base chassis
grease (multi-purpose EP NLGI) or a rust
preventive grease (see list, this page) 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.
In the following table under Cap Screw Size, the
first number represents the shank diameter
(mm). The second number represents threads
per millimeter.
Example: M20 x 2.25
M20 = shank diameter (20 mm)
2.25 = threads pitch in millimeters
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 Co.
Rust Preventive Grease - Code 312 from the
Southwest Grease and Oil Company.
NOTE: This list represents the current engineering
approved sources for use in Komatsu manufacture. It
is not exclusive. Other products may meet the same
specifications of this list.
A5-2
TABLE 1.
Standard Tightening Torque
for Metric Class 10.9 Cap screws & Class 10 Nuts
Cap Screw
Size
Torque
Nm
Torque
ft lb
Torque
kgm
M6
13
10
1.35
M8
31
23
3.2
M10
66
48
6.7
M12
112
83
11.5
M14
177
130
18.0
M16
279
206
28.5
M18
383
282
39.0
M20
549
405
56.0
M22
745
550
76.0
M24
927
684
94.5
M27
1320
975
135
M30
1720
1266
175
M33
2210
1630
225
M36
2750
2025
280
M39
3280
2420
335
09/11 A05005

For SAE Grade 5 and Grade 8 Cap screws
The following specifications apply to required assembly torques for all grade 5 and grade 8 cap screws.
The maximum torque tolerance shall be 10% of

the torque value shown.
Cap screw threads and seats shall be lubricated

when assembled.
In the following table under Cap Screw Size, the

first number represents the shank diameter (in.).
The second number represents threads per inch.
Unless instructions specifically recommend

otherwise, these standard torque values are to
be used with simple lithium base chassis grease
(multi-purpose EP NLGI) or a rust- preventive
grease (see list, previous page) on the threads.
Example: 7/16 - 20
7/16 = shank diameter (7/16 inch (0.438 inch))
20 = threads per inch

TABLE 2.
for SAE Hex Head Cap Screw And Nut Assembly
Torque Grade 5
Torque Grade 8
Cap
Screw
Size
Nm
ft lb
kgm
Nm
ft lb
1/4-20
9.5
0.97
13.6
10
1/4-28
10.8
1.11
14.9
11
5/16-18
20.3
15
2.07
28
21
Torque Grade 5
Torque Grade 8
kgm
Cap
Screw
Size
Nm
ft lb
kgm
Nm
ft lb
kgm
1.38
3/4-16
319
235
32.5
454
335
46.3
1.52
7/8-9
475
350
48.4
678
500
69.2
2.90
7/8-14
508
375
51.9
719
530
73.3
5/16-24
22
16
2.21
30
22
3.04
1.0-8
712
525
72.6
1017
750
103.7
3/8-16
34
25
3.46
47
35
4.84
1.0-12
759
560
77.4
1071
790
109.3
3/8-24
41
30
4.15
54
40
5.5
1.0-14
773
570
78.8
1085
800
110.6
7/16-14
54
40
5.5
79
58
8.0
1 1/8-7
881
650
89.9
1424
1050
145
7/16-20
61
45
6.2
84
62
8.57
1 1/8-12
949
700
96.8
1546
1140
158
1/2-13
88
65
122
90
12.4
1 1/4-7
1234
910
125.9
2007
1480
205
1/2-20
95
70
9.7
129
95
13.1
1 1/4-12
1322
975
134.8
2142
1580
219
9/16-12
122
90
12.4
169
125
17.3
1 3/8-6
1627
1200
166
2630
1940
268
9/16-18
129
95
13.1
183
135
18.7
1 3/8-12
1776
1310
181
2874
2120
293
5/8-11
169
125
17.3
237
175
24.2
1 1/2-6
2142
1580
219
3471
2560
354
5/8-18
183
135
18.7
258
190
26.2
1 1/2-12
2305
1700
235
3756
2770
383
3/4-10
298
220
30.4
420
310
42.8
1 ft lb. = 0.138 kgm = 1.356 N.m
A05005 09/11
A5-3

For SAE Grade 9 Cap screws
The following specifications apply to required assembly torques for all 12-point, grade 9 (170,000 psi minimum tensile), cap screws.
Cap screw threads and seats shall be lubricated
when assembled.
Unless
instructions
specifically
recommend
otherwise, these standard torque values are to be
used with simple lithium base chassis grease (multipurpose EP NLGI) or a rust- preventive grease (see
list, this page) on the threads.
The maximum torque tolerance shall be 10% of
the torque value shown.
TABLE 3.
for 12-Point, Grade 9 Cap Screws
Cap Screw Size*
Torque
Nm
Torque
ft lb
Torque
kgm
0.250 - 20
16
12
1.7
0.312 - 18
33
24
3.3
0.375 - 16
57
42
5.8
0.438 -14
95
70
9.7
0.500 -13
142
105
14.5
0.562 - 12
203
150
20.7
0.625 - 11
278
205
28.3
0.750 - 10
488
360
49.7
0.875 - 9
780
575
79.4
1.000 - 8
1166
860
119
1.000 - 12
1240
915
126
1.125 - 7
1670
1230
170
1.125 - 12
1800
1330
184
1.250 - 7
2325
1715
237
1.250 - 12
2495
1840
254
1.375 - 6
3080
2270
313
1.375 - 12
3355
2475
342
1.500 - 6
4040
2980
411
1.500 - 12
4375
3225
445
* Shank Diameter (in.) - Threads per inch
A5-4
09/11 A05005
TABLE 4.
Tightening Torque For
T-Bolt Type Hose Clamp (SAE J1508 Type TB)
Thread Size
Band Width
Newton meters
(Nm)
Inch Pounds
(in. lb)
0.25-28 UNF
19.05 mm (0.75 in.)
8.5 0.6 Nm
75 5 in lb
Cap Screw Thread

Diameter
(mm)
10
12
16
Thread
Diameter of Nut
(mm)
14
18
22
24
30
33
36
42
A05005 09/11
Width
Across Flat
(mm)
14
17
22
TABLE 5.
Split Flange Clamp Bolts
Newton meters
(Nm)
Tolerances 10%
66
112
279
Foot Pounds
(ft lb)
Tolerances 10%
48
83
206
Kilogram meters
(kgm)
Tolerances 10%
6.7
11.5
28.5
Width
Across Flat
(mm)
19
24
27
32
36
41
46
55
TABLE 6.
Flared Tube And Hose Fittings
Newton meters
(Nm)
Tolerances 10%
25
50
80
140
175
195
245
295
Foot Pounds
(ft lb)
Tolerances 10%
18
36
58
101
130
145
180
215
Kilogram meters
(kgm)
Tolerances 10%
2.5
5
8
14
18
20
25
30
A5-5
TABLE 7.
Torque Chart For JIC 37 Swivel NutS
With Or Without O-ring Seals
Size
Code
Tube Size
(OD)
Threads UNF-2B
Newton meters
(Nm)
Foot Pounds
(ft lb)
0.125
0.312 24
51
41
0.188
0.375 24
11 4
83
0.250
0.438 20
16 4
12 3
0.312
0.500 20
20 4
15 3
0.375
0.562 18
24 7
18 5
0.500
0.750 16
40 7
30 5
10
0.625
0.875 14
54 7
40 5
12
0.750
1.062 12
75 7
55 5
14
0.875
1.188 12
88 7
65 5
16
1.000
1.312 12
108 7
80 5
20
1.250
1.625 12
136 14
100 10
24
1.500
1.875 12
163 14
120 10
32
2.000
2.500 12
312 27
230 20
TABLE 8.
Torque Chart For
Pipe Thread Fittings
A5-6
Size
Code
Pipe Thread
Size
With Sealant
Nm
With Sealant
ft lb
Without Sealant
Nm
Without Sealant
ft lb
0.125 27
20 4
15 3
27 7
20 5
0.250 18
27 7
20 5
34 7
25 5
0.375 18
34 7
25 5
48 7
35 5
0.500 14
48 7
35 5
61 7
45 5
12
0.750 14
61 7
45 5
75 7
55 5
16
1.000 11.50
75 7
55 5
88 7
65 5
20
1.250 11.50
95 7
70 5
108 7
80 5
24
1.500 11.50
108 7
80 5
129 14
95 10
32
2.000 11.50
129 14
95 10
163 14
120 10
09/11 A05005
TABLE 9.
Torque Chart For
O-ring Boss Fittings
Size
Code
Tube Size
(OD)
Threads UNF-2B
Newton meters
(Nm)
Foot Pounds
(ft lb)
0.125
0.312 24
43
42
0.188
0.375 24
73
52
0.250
0.438 20
11 4
83
0.312
0.500 20
14 4
10 3
0.375
0.562 18
18 4
13 3
0.500
0.750 16
33 7
24 5
10
0.625
0.875 14
43 7
32 5
12
0.750
1.062 12
65 7
48 5
14
0.875
1.188 12
73 7
54 5
16
1.000
1.312 12
98 7
72 5
20
1.250
1.625 12
109 7
80 5
24
1.500
1.875 12
109 7
80 5
32
2.000
2.500 12
130 14
96 10
TABLE 10.
Torque Chart For
O-ring Face Seal Fittings
A05005 09/11
Size
CodeE
Tube Size
(O.D.)
Threads UNF-2B
Newton meters
(Nm)
Foot Pounds
(ft lb)
0.250
0.438 20
15 1
11 1
0.375
0.562 18
24 3
18 2
0.500
0.750 16
48 5
35 4
10
0.625
0.875 14
69 7
51 5
12
0.750
1.062 12
96 10
71 7
16
1.000
1.312 12
133 8
98 6
20
1.250
1.625 12
179 10
132 7
24
1.500
1.875 12
224 20
165 15
A5-7
TABLE11.
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
square centimeters (cm2)
square inch (in.2)
square centimeters (cm )

cubic centimeters
(cm3
liters (l)
cubic meters (m
liters (l)
A5-8
0.001
cubic inch (in. )
0.061
3)
61.02
square feet (ft )
cubic inch (in.

3)
0.1550
(ft3)
35.314
3)
cubic feet (ft
0.0353
cubic feet
grams (g)
ounce (oz)
0.0353
milliliter (ml)
fluid ounce (fl oz)
0.0338
kilogram (kg)
pound (mass)
2.2046
Newton (N)
pounds (lb)
0.2248
Newton meters (Nm)
kilogram meters (kgm)
0.102
Newton meters (Nm)
foot pounds (ft lb)
0.7376
foot pounds (ft lb)
7.2329
Newton meters (Nm)
9.807
kilopascals (kPa)
pounds/square inch (psi)
0.1450
megapascals (MPa)
145.038
kilograms/cm2 (kg/cm2)
14.2231
kilograms/cm2 (kg/cm2)
kilopascals (kPa)
98.068
kilogram (kg)
short ton (tn)
0.0011
metric ton
short ton (tn)
1.1023
liters (l)
quart (qt)
1.0567
liters (l)
gallon (gal)
0.2642
Watts (W)
horsepower (hp)
0.00134
kilowatts (kW)
horsepower (hp)
1.3410
09/11 A05005
TABLE 12.
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
square centimeters (cm )
6.45
square feet (ft2)
square centimeters (cm2)
929
cubic inches (in.3)
cubic centimeters (cm3)
16.39
cubic inches (in.3)
liters (l)
0.016
cubic feet (ft3)
cubic meters (m3)
0.028
cubic feet (ft3)
liters (l)
28.3
square inch
(in.2
ounce (oz)
kilogram (kg)
0.028
fluid ounce (fl oz)
milliliter (ml)
29.573
pound (lb)
kilogram (kg)
0.454
pound (lb)
Newton (N)
4.448
inch pounds (in. lb)
Newton meters (Nm)
0.113
foot pounds (ft lb)
Newton meters (Nm)
1.356
foot pounds (ft lb)
0.138
Newton meters (Nm)
9.807
kilopascals (kPa)
6.895
megapascals (MPa)
0.007
kilograms/square centimeter
0.0704
(kg/cm2)
A05005 09/11
short ton (tn)
kilogram (kg)
907.2
short ton (tn)
metric ton (t)
0.0907
quart (qt)
liters (l)
0.946
gallon (gal)
liters (l)
3.785
horsepower (hp)
Watts (w)
745.7
horsepower (hp)
kilowatts (kw)
0.745
A5-9
Celsius
C
121
118
116
113
110
107
104
102
99
96
93
91
88
85
82
79
77
74
71
68
66
250
245
240
235
230
225
220
215
210
205
200
195
190
185
180
175
170
165
160
155
150
TABLE 13.
Temperature Conversions
Formula: F - 32 1.8 = C or C x 1.8 + 32 = F
Fahrenheit
Celsius
Fahrenheit
Celsius
F
C
F
C
482
63
145
293
4
473
60
140
284
2
464
57
135
275
1
455
54
130
266
4
446
52
125
257
7
437
49
120
248
9
428
46
115
239
12
419
43
110
230
15
410
41
105
221
18
401
38
100
212
21
392
35
95
293
23
383
32
90
194
26
374
29
85
185
29
365
27
80
176
32
356
24
75
167
34
347
21
70
158
37
338
18
65
149
40
329
15
60
140
43
320
13
55
131
46
311
10
50
122
48
302
7
45
113
51
40
35
30
25
20
15
10
5
0
5
10
15
20
25
30
35
40
45
50
55
60
Fahrenheit
F
104
95
86
77
68
59
50
41
32
23
14
5
4
13
22
31
40
49
58
67
76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C) or Fahrenheit (F). Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C) or read to the right to convert to degrees Fahrenheit (F). If
starting with a known temperature (either C or F), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.
A5-10
09/11 A05005
TABLE 14.
Sealants And Adhesives
Nomenclature
Adhesives
Code
Three Bond *
Applications
LT-1A
TB1521
LT-1B
1000B - 1000W
LT-2
TB1374
Preventing bolts, nuts and plugs from loosening and leaking oil.
LT-2A
TB2411
Preventing bolts, nuts and plugs from loosening and leaking oil. (1)
LT-2B
TB2403
LT-2C
TB2430 or
TB2440
LT-3 Main bond

Hardening agent
TB2001
Used to apply rubber pads, rubber gaskets and cork plugs.

Used to apply resin, rubber, metallic and non-metallic parts when a fast, strong
seal is needed.
Provides an airtight, electrically insulating seal. Used for aluminum surfaces.
TB2105
LG-1
TB1108B
LG-3
TB1107
Heat-resistant gasket for precombustion chambers and exhaust piping.
LG-4
TB1104
Used by itself on mounting surfaces on the final drive and transmission cases.
Thickness after tightening: 0.07-0.08 mm (0.0027-0.0032 in)
LG-5
TB1110B
Used by itself to seal grease fittings, tapered screw fittings and tapered screw fittings in hydraulic circuits of less than 50 mm (2 in) in diameter.
Anti-friction
compound
LM-P
Applied to bearings and taper shafts to facilitate press-fitting and to prevent sticking, burning or rusting.
Grease
G2-LI
Applied to bearings, sliding parts and oil seals for lubrication, rust prevention and
facilitation of assembling work.
Vaseline
Used for protecting battery electrode terminals from corrosion.
Liquid Gasket
Used with gaskets and packings to increase sealing effect.
* NOTE: The part numbers in this column are not Komatsu numbers. These are vendor designations.
(1) Used for threaded areas (for example, plug, nipple, elbow etc.) which are removable, and a pressure of
1965 kPa (285 psi) or less.
(2) Used for threaded areas (for example, stud, etc.) which are not removable, and a pressure of 1965 kPa
(285 psi) or less.
The sealants and adhesives listed below are

manufactured and sold by Three Bond U.S.A.,
Inc. For information concerning Three Bond
products, call or write to:
Three Bond U.S.A., Inc.
6184 Schumacher Park Drive
West Chester, OH 45069
Part Numbers
Three Bond
Komatsu
TB1374
09940-00030
TB1521
790-129-9030
TB1104
790-129-9020
TB1108B
790-129-9010
TB1110B
790-129-9080
Telephone: (513) 779-7300

Fax: (513) 779-7375
A05005 09/11
A5-11
Hardware Tightening Method
Mark cap screws and nuts with paint or ink

before tightening to the specified torque. This
method provides verification that the hardware
has been properly tightened.
1. Snug all of the hardware with an impact wrench

or appropriate ratchet.
2. Apply a paint mark down the side of the hardware and onto the component surface. Verify
that all of the hardware that is being tightened is
marked.
3. Tighten the marked hardware to the proper
torque. All of the paint marks should now be offset, showing that the hardware has been properly tightened.
A5-12
09/11 A05005
SECTION A7
STORAGE PROCEDURES
INDEX
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3

SHORT TERM IDLE PERIODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3
PREPARATION FOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3
REMOVAL FROM STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-4
RECONDITIONING AN IDLE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-6
ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-9
AFTER THE ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-9
SHORT TERM ENGINE STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-10
Preparing the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-10
Removing the Engine from Long Term Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
TRANSMISSION PRESERVATION AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
Storage, New Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
Storage, One Year- Without Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
Storage, One Year - With Oil - Normally Installed On The Truck . . . . . . . . . . . . . . . . . . . . . . A7-13
Restoring The Transmission For Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-13
A07005
Storage Procedures
A7-1
NOTES
A7-2
Storage Procedures
A07005
STORAGE AND IDLE MACHINE PREPARATION

There may be times when it is necessary for a
machine to be idle for extended periods. Properly
prepared, a stored machine may promptly and safely
be returned to operational service. Improper preparation can make the job of getting the vehicle back to
operating status difficult.
The following information outlines the essential steps
for preparing a unit for extended storage. Also listed
are the necessary steps to bring it back to operational status. Additional information is given to help
restore those machines which were not properly prepared for storage.
3. Operate all hydraulic functions through their

complete range of motion to ensure that cylinders and all seals are fully lubricated.
4. Check and operate all systems.
5. Maintain proper battery service.
6. Once a month, perform the 10 hour service
items shown in Section P, Lubrication and Service.
PREPARATION FOR STORAGE
Much of this material is of a general nature. The storage environment 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. Storage
procedures must match the environmental conditions.
For long term idle periods, proper preparation will

pay large dividends in time and money when future
operation of the vehicle is scheduled.
These instructions only provide the minimum guidelines. The final goal must be to provide the operator
with a safe, fully productive vehicle, that he can rely
on.
2. Prepare the transmission for storage. Refer to

the instructions for storing a transmission later
in this chapter.
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 method for this situation is to follow the procedure given below to prevent any deterioration from beginning.
1. Fully service and maintain the vehicle
2. On a weekly basis, start and operate the engine
until both the engine and transmission are up to
operating temperature. Perform a visual check
of the vehicle before and after start-up. Move
the vehicle around the area for a few minutes to
ensure that all internal gears and bearings are
freshly lubricated.
A07005
1. Prepare the engine for storage according to

instructions found in the engine manufacturers
manual.
3. Repair all broken or improperly functioning

equipment.
4. Coat all exposed, machined or unpainted surfaces with a good rust preventative grease.
Paint must be in good condition with no rust or
corrosion.
5. Park the vehicle in its storage location. Retract
all hydraulic cylinders, including the suspensions, as much as possible. Center the steering
cylinders. Wipe the exposed portion of all cylinder rods clean. Coat exposed rods and seals
with a good preservative grease.
6. If long term storage is anticipated, block the
vehicle to remove the vehicle weight from the
tires. Lower tire pressure to 103-172 kPa (15-25
psi). Cover the tires with tarpaulins to minimize
rubber oxidation and deterioration.
Storage Procedures
A7-3
7. Clean the radiator. Refer to Section C, Cooling

System, for proper cleaning instructions.
Drain and flush the cooling system. Refill with
the proper water/antifreeze solution suitable for
the lowest temperature anticipated. Refer to
Section P, Lubrication and Service for antifreeze recommendations.
After refilling the system, operate the engine
until the thermostats open to circulate the solution through the cooling system.
16. Close cab windows. Close and lock the cab

door to prevent vandalism and weather intrusion.
17. Drain the fuel tank. Fog the tank with preservative lubricant, ("Nox-Rust" Motorstor, SAE10)
and closed tightly. Replace fuel filters.
18. Open the drain holes in the dump body.
19. If possible, place all available service publications in a moisture proof package and place in
the vehicle cab.
REMOVAL FROM STORAGE
Never store a vehicle with a dry cooling system.
If the vehicle was properly stored, getting it back to

operational status is a simple matter of reversing
these steps.
NOTE: Before restoring a vehicle to operation, obtain
all service and parts books for reference.
8. Install new hydraulic filters.

9. Service the hydraulic tank with type C-4 oil as
specified in Section P, Lubrication and Service.
1. Inspect the entire vehicle carefully for rust and

corrosion. Repair as necessary.
10. Disconnect the batteries, if possible. Store batteries in a battery shop or a cool dry location.
Clean the battery compartment. Remove all
corrosion and paint the battery compartment
with acid-proof paint.
2. Service the engine according to the engine

manufacturer's manual.
11. Service wheel axle housings and final drives

with the recommended lubricants. Seal all
vents.
12. Tightly cover exhaust openings and air cleaners
with moisture barrier paper and sealing tape.
13. Grease all lubrication points with the recommended lubricants.
14. Relieve the tension from all drive belts. The
engine manufacturer recommends insertion of
heavy kraft paper between belts and pulleys to
prevent sticking.
15. Put vandalism covers and locks in place and
secure.
A7-4
3. Clean the radiator. Refer to Section C, Cooling

System.
Drain and flush the cooling system. Refill with
the proper water/antifreeze solution suitable for
the lowest temperature anticipated. Refer to
Section P, Lubrication and Service for antifreeze recommendations.
After refilling the system, operate the engine
until the thermostats open to circulate the solution through the cooling system.
4. Prepare the transmission for operation. Refer to
the instructions for transmission storage at the
end of this chapter.
5. Thoroughly inspect drive belts, hydraulic hoses
and oil lines for evidence of damage, wear or
deterioration. Replace any worn components.
Storage Procedures
A07005
6. Install new hydraulic filters.
17. Adjust all drive belts to the specified tension.
7. Service the hydraulic tank with type C-4 oil as

specified in Section P, Lubrication and Service.
18. Recharge fire protection equipment.
8. Open the drain on the fuel tank to remove moisture or sediment that may have accumulated
while in storage. Close the drain and fill the fuel
tank with approved diesel fuel.
19. Use the Operation and Maintenance Manual for

guidance on engine start and vehicle checkout.
20. Thoroughly check piping connections for leakage with the engine on.
21. Before moving the vehicle, cycle all hydraulic
controls including the steering wheel. Verify
proper operation.
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. Ensure all hydraulic controls, steering linkage,
and throttle linkage points are lubricated and
operate freely before engine start-up.
10. Clean all electrical connections and tighten.
Check the secureness of all ground straps and
cables.
22. Verify proper operation of the service brakes,

emergency braking system and parking brake.
23. Check all system instruments to ensure that all
systems are operational.
24. When all systems are operational and all discrepancies are corrected, road test the vehicle
on a smooth, level, unobstructed area. Check
steering response, transmission shifting, service brake efficiency, and hydraulic functions.
25. If the vehicle is operating properly, the truck
may be returned to service.
11. Install fully charged batteries. The battery compartment must be free of corrosion. Clean the
connections, then connect the battery cables.
Secure the batteries with the hold downs.
12. Check all electrical cables for weathering,
cracks and/or damage. Replace any defective
cables.
13. Check the tires for damage. Repair as necessary.
14. Inflate the tires to the proper pressure.
15. If disconnected, reconnect the parking brake
linkage.
16. Completely service the vehicle as recommended in Section P, Lubrication and Service,
10 and 100 hour inspections.
A07005
Storage Procedures
A7-5
RECONDITIONING AN IDLE VEHICLE
3. Thoroughly inspect the tires for tread and side

wall wear, weathering, and damage.
Dismount suspect tires. Thoroughly inspect the
inside and outside of the tire before inflating.
Never attempt to operate a vehicle which has

been in storage for a long period until all systems
have been completely reconditioned. An unsafe
vehicle can cause serious injuries and/or major
property damage.
At times, a vehicle is subjected to long idle periods
without being properly serviced for storage. Reconditioning of this vehicle can present a major expenditure of time and money.
Some of the conditions which might be encountered
after a machine has been exposed to the elements
for a long period may include:
Increased corrosion and fungus growth on
electrical components in humid/tropical areas.
DO NOT disassemble an inflated tire. Slowly

remove the valve core. Allow pressure to dissipate before attempting to remove the lock ring.
Wear eye protection during tire deflation to protect against foreign objects being projected into
the eyes.
Do not mix rim parts of different rim manufacturers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazardous.
Accelerated rust formation in humid climates.

Increased sand and dust infiltration in windy, dry
dusty areas. These conditions can be similar to
sand blasting effects.
Deterioration of rubber products in extreme cold
areas. Cables, hoses, O-rings, seals and tires
may become weathered and brittle.
Animal or bird's nests in unsealed openings.
If tires are dismounted, all wheel components

must be cleaned and inspected. Remove rust
and corrosion and repaint as necessary. Follow
the safety rules when mounting and inflating
tires.
Mount and inflate tires as detailed in Section G,
Tires and Rims.
4. Inspect the service brakes.
1. Remove all trash and thoroughly clean the vehicle before inspection and maintenance.
2. Remove the vehicle batteries. Move the batteries to a battery shop for service and charging.
Before disabling the brake circuit, chock the

wheels to prevent possible movement of the
vehicle.
The use of vapor degreasing or steam cleaning is

not recommended for the brake assemblies and
its component parts. Corrosion and rust may
result.
A7-6
Storage Procedures
A07005
a. Clean all brake lines and connections. These

components must be free of rust and corrosion.
f. Check and tighten the engine fan drive belt.

Install a new belt if necessary.
b. Treadle valves must operate smoothly and

show no internal or external damage or contamination. Leakage limitations are outlined
in Section J, Brake System.
c. The parking brake actuator must cycle
smoothly when actuated by the parking
brake valve.
5. Inspect and service the engine. Refer to the
engine manual for instructions.
a. If water entry in the intake is suspected, disconnect the inlets at the turbochargers.
Check for water intrusion and damage.
b. Ensure the exhaust system is clear and
clean with no foreign materials.
c. Replace fuel filters. Fill filter cans with fresh
fuel for engine priming.
d. Replace both the primary and safety filter
(secondary) elements in the air cleaners.
Refer to Section C, Air Filtration System.
Inspect all intake lines between the air cleaners and the engine. All clamps must be tight.
Inspect the tubes in the precleaner section of
the air cleaner assembly as specified in Section C. All tubes must be clear and clean. If
clogging is evident, the precleaner must be
cleaned. Clean the precleaner according to
instructions in Section C.
e. Drain and flush the cooling system. Check all
hoses and connections. Fill the cooling system with the proper blend of coolant. Refer to
Section P, Lubrication and Service, for antifreeze recommendations. Radiator cores
must be clear of dirt and trash.
To prevent injuries, always release spring tension before replacing the fan belt.
g. Check and tighten the engine mounts.
6. Inspect and service the transmission. Refer to
Section P, Lubrication and Service, for information on oil and filter service.
a. Check all transmission electrical connections
for corrosion, cleanliness and tightness.
Check electrical cables for damage and
proper clamping.
b. Check drive lines for worn U-joints and
proper hardware torque.
c. Check the condition of the transmission
mounts.
7. If fuel was left in the fuel tank, it must be
removed. DO NOT attempt to use old diesel
fuel.
a. With the tank empty, remove the inspection
plates and thoroughly check the interior of
the tank. Clean if necessary to remove sediment and contamination. If the fuel was contaminated, remove the lines and flush with
air.
b. Check all fuel lines for deterioration or damage. Replace lines as necessary.
c. Replace inspection covers, and install new
gaskets.
d. Fill the tank with specified diesel fuel.
e. Replace the fuel filters.
A07005
Storage Procedures
A7-7
8. Drain the hydraulic tank. If oil is not contaminated and is stored in clean containers, it may
be reused. Before reuse, the oil must be filtered
through filter elements with a 3-micron rating.
Do not attempt to use contaminated hydraulic
oil, especially if water is present in the oil.
Refer to Section P, Lubrication and Service, for
proper oil specifications.
a. Replace hydraulic filter elements and clean
suction strainer elements. While suction
strainers are removed, inspect and clean the
interior of the tank thoroughly to remove all
sediment and foreign material.
b. Inspect all hydraulic lines for deterioration or
damage. Replace any suspect lines.
c. Check all hydraulic pumps, valves and cylinders for damage and corrosion. Secure all
mountings and connections. Control valves
in the cab must move freely without binding.
d. Check exposed portions of all hydraulic cylinders for rust, pitting and corrosion. If plating is deteriorated, the cylinder must be
removed and overhauled or replaced. Pitted
or scored plating will cause leakage at the
cylinder seals.
9. Check the front wheel hub, final drive and rear
axle lubricants. If contamination is suspected,
drain the oil and service the component with the
proper lubricant. If major contamination is present, disassembly and overhaul is necessary.
11. Lubricate all grease fittings, not part of the automatic lubrication system, with the specified
lubricants. All pivot points must be free of any
binding.
12. Check the alternator for corrosion or deterioration. The alternator rotor must be free, with no
binding or roughness. Inspect, install and properly tension the alternator drive belt.
13. Check the secureness of the steering cylinder
ball joints, link, and hydraulic connections.
14. Examine the suspensions for signs of damage.
a. Discharge the nitrogen from the suspensions
as outlined in Section H, Oiling and Charging. Check the condition of the suspension
oil and the cylinder wiper seals. If the wipers
are cracked or hardened, the suspension
must be rebuilt. Recharge the suspension
with new oil if the old oil is deteriorated.
b. Check the exposed chrome portions of the
cylinder for rust, pitting and corrosion. If the
plating is deteriorated, the suspension must
be removed and overhauled or replaced. Pitted or scored plating will rapidly cause leakage at the seals.
c. Recharge the suspensions as outlined in
Section H, Oiling and Charging.
15. If not previously done, install fully charged batteries into the battery box.
10. Inspect the parking brake. Since the parking

brake is spring-applied, the brake pads may be
stuck tightly to the disc. It may be necessary to
remove and overhaul the parking brake assembly.
A7-8
Storage Procedures
A07005
ENGINE OPERATION
AFTER THE ENGINE HAS STARTED
Ensure all tools and loose equipment have been

removed prior to engine start-up. Sound the horn
prior to engine starting. Ensure the emergency
shut off switch is reset. Never start the engine in
a building unless the doors and windows are
open and ventilation is adequate.
After reconditioning the vehicle, a static check of the
engine and various system checks must be performed before machine usage.
1. Ensure all personnel are clear of the machine
before starting the engine. Sound the horn as a
warning before starting the engine.
2. Turn the key switch ON. The warning lights for
low brake pressure and steering pressure
should illuminate and the horn should sound. If
the horn does not sound, repair the circuit.
3. Start the engine, and watch the engine oil pressure gauge. If pressure does not rise on the
gauge within 10 - 15 seconds, shut off the
engine and repair the problem.
4. While the engine is warming up, check the
engine and related components for leakage.
Check the hydraulic pump for leakage as well
as all hydraulic lines.
5. Listen for abnormal engine noises.
6. Check the transmission and transmission piping
for leakage. If leakage is evident, shut off the
engine and repair before continuing the checkout. Listen for unusual sounds which may indicate component failure.
7. When the engine reaches normal operating
temperature, check operation of the throttle circuit. Acceleration should be smooth. Watch the
gauges closely for any abnormal activity. Proper
temperatures and pressures are shown in the
engine manual.
A07005
Any machine which is unsafe and/or not in top

operating condition must be repaired before 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 the
engine off, immediately. Determine the steering
system problem and repair before resuming
operation.
2. Operate each of the brake circuits at least twice
prior to machine usage. These circuits include
individual activation of the service brake and
parking brake from the operator's cab.
Activate each circuit individually with the engine
on and with the hydraulic circuit fully charged.
If brake circuit operation is sluggish or disabled,
shut the engine off and notify maintenance personnel. Do not operate the machine until the
brake circuit in question is fully operational.
3. Check gauges, warning lights and instruments
before moving the machine. Ensure the braking
and steering circuit warning lights are functioning properly. If a warning light is illuminated,
shut off the engine immediately. Determine the
cause and repair.
4. Cycle the hoist controls and steering several
times to remove trapped air. Steer in both directions to verify steering response, smoothness
and reliability. Check seals and hoses for leaks.
Storage Procedures
A7-9
5. After all discrepancies have been corrected, the

vehicle is ready for a road test. This test must
be performed by a capable and experienced
operator. Road test in a large, open area where
plenty of maneuvering room is available. Road
test checks include:
Repeated braking efficiency tests at
progressively higher speeds. Start at slow
speeds. Don't take chances with higher
speeds until the machine has been
determined to be completely safe.
Progressive upshifting and downshifting
through all speed ranges to ensure proper
transmission shifting and synchronization.
6. After all tests have been performed and the
vehicle is ready for use, perform a final visual
check.
7. Check lubricant service items as outlined in
Section P, Lubrication and Service.
SHORT TERM ENGINE STORAGE

This procedure describes the proper method for the
short term storage of an engine - one to six months.
Preparing the Engine

1. Operate the engine at high idle until the coolant
temperature reaches 70 C (160 F).
2. Turn the engine off.
3. Disconnect the fuel lines to the engine fuel filter.
Disconnect 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 P9.
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 preservative 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 following:
The engine does not contain oil.
DO NOT operate the engine.
11. Disconnect the electrical wiring from the fuel
pump solenoid.
A7-10
Storage Procedures
A07005
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
compressor.
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
constant, even temperature.
17. Use a bar to turn the crankshaft two or three
revolutions every three to four weeks.
LONG TERM ENGINE STORAGE

This procedure describes the proper method for the
long term storage of an engine - 6 to 24 months.
Prepare the Engine for Long Term Storage

1. Operate the engine at high idle until the coolant
temperature reaches 70 C (160 F).
2. Turn the engine off.
3. Drain the oil and install the drain plugs.
Fill the engine to the "high" mark. Use Shell
66202 or equivalent, preservative oil. The oil
must meet Military Specification MIL-L-21260,
Type P-10, Grade 2, SAE 30.
4. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
Removing 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 cap
screws to the specified torques. Refer to the
Cummins service manual for specifications.
5. Fill the oil pan sump, oil filters, and fuel filters
with the recommended lubricants and fuels.
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 containers, one with diesel fuel, the second with preservative oil. Put both fuel lines in
the container of diesel fuel.
8. After the engine is operating smoothly, transfer
the fuel supply line to the container of preservative 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 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. 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.
A07005
Storage Procedures
A7-11
13. 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.
TRANSMISSION PRESERVATION AND

STORAGE
14. Cover all the openings with heavy paper and

tape to prevent dirt and moisture from entering
the engine.
Prior to installation- New transmissions are tested

with preservative oil and drained prior to shipment.
The residual oil in the transmission provides adequate protection to safely store the transmission for
up to one year - stored inside, in a normal climate
and with all shipping plugs installed - without further
treatment.
Place a warning tag on the engine. The tag must

indicate the following:
DO NOT operate the engine.
DO NOT turn the crankshaft.
The engine has been treated with
preservatives.
The coolant has been removed.
The date of treatment.
Storage, New Transmission
When the transmission is to be stored or remain

inactive for more than one year, specific preservation
guidelines are recommended. These guidelines help
prevent damage due to rust, corrosion, and organic
growth in the oil. Preservation guidelines are listed
for storage with transmission oil and without transmission oil.
Storage, One Year- Without Oil

15. Store the engine in an area that is dry and has a
constant, even temperature.
Removing 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. Using a
bar to rotate the engine crankshaft, flush the
preservative oil from the engine. Rotate three to
four revolutions during the flushing procedure.
1. Drain the oil.

2. Spray 60 ml (2 oz) 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 preservative grease such as petroleum - MIL-C11796, Class 2.
5. If additional storage time is required, repeat
Steps 2, 3 and 4 at yearly intervals.
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
coolant. Refer to Section P, Lubrication and
Service.
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 cap
screws.
A7-12
Storage Procedures
A07005
Storage, One Year - With Oil - Normally Installed

On The Truck
1. Drain the oil and replace the oil filter elements.
2. Fill the transmission to operating level. Fill 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 every 11
liters (3 gal) 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. Operate the engine for approximately five minutes at 1500 rpm with the transmission in N.
4. Drive the vehicle. Verify that the transmission
shifts through all ranges and the lockup clutch is
working.
Restoring The Transmission For Service

1. Remove the tape from the 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.
If the transmission was prepared for storage
without oil, drain the residual oil and replace the
oil filter elements. Refill the transmission to the
proper level with C-4 transmission fluid.
If the transmission was prepared for storage
with oil, it is not necessary to drain the oil.
Check the fluid level. Add or drain transmission
fluid as required to obtain the proper level.
5. Continue to operate the engine at 1500 rpm

with the transmission in N until the transmission
oil temperature stabilizes.
6. If the operating temperature is less than 107 C
(225 F), shift the transmission to the highest
forward range and stall the converter. When the
converter-out temperature reaches 107 C
(225 F), stop the engine. DO NOT exceed 107
C (225 F).
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 preservative grease such as petrolatum MIL-C11796, Class 2.
9. If additional storage time is required, repeat
Steps 2 through 8 at yearly intervals.
NOTE: It is not necessary to drain the transmission
each year. It is only necessary to add Motorstor and
Biobor Jf (or equivalents).
A07005
Storage Procedures
A7-13
NOTES
A7-14
Storage Procedures
A07005
SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B01019
Index
B1-1
NOTES
B1-2
Index
B01019
SECTION B2
STRUCTURAL COMPONENTS
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3

PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
GRILLE, HOOD AND LADDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
RIGHT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
LEFT DECK AND CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
B02030 10/11
Structural Components
B2-1
NOTES
B2-2
10/11 B02030
STRUCTURAL COMPONENTS
The deck structures and components are removable
in sections, as shown in Figure 2-1.
Refer to Preparation for tasks to perform before the
ladders, decks, and hood can be removed. Additional
steps may be required depending on optional equipment installed on the truck.
Prior to component removal or repair, it may be necessary to remove the body to provide clearance for
lifting equipment to be used. If body removal is not
required, raise the body and install the safety cable.
PREPARATION
1. If installed, raise the body and install the body
safety cable. Place the hoist lever in FLOAT.
Slowly lower the body until supported by the
safety cable.
2. Reduce the engine speed to idle. Place the
range selector in NEUTRAL and apply the parking brake.
3. Shut off the engine. Allow the steering accumulators to bleed completely. Verify the steering
accumulators have bled down by attempting to
steer the machine.
4. Bleed the brake accumulators using the manual
bleed valves on the brake manifold.
5. Open the battery disconnect switch located on
battery box (11, Figure 2-1).
FIGURE 2-1. STRUCTURAL COMPONENTS

1. Left Deck
2. Operator Cab
3. Left Deck Mounts
4. Anti-Slip Material
5. Operator Access Ladder
B02030 10/11
6. Center Deck
7. Right Deck
8. Right Deck Mounts
9. Center Deck Mounts
10. Engine/Transmission Access

Ladder
11. Battery Box
12. Hood & Grille
B2-3
Ladders
Inspect the anti-slip material on the decks and

maintain for the safety of all personnel.
Cap all hoses and fittings as they are removed to
prevent possible system contamination.
Tag and verify that all cables, harnesses, hoses
etc. have been removed before the structure is
lifted off the truck.
Access ladders (5, Figure 2-1) are attached at lower

mount (3, Figure 2-2) and upper mount (5). Ladder
(10, Figure 2-1) is mounted at the rear of the center
deck area for access to the transmission/engine. Disconnect wiring harnesses routed to the ladder lights,
ladder light switch, and ground level shut off switch
before removal.
Remove the hardware that secures the air conditioning accumulator, receiver drier and covers to the left
ladder before removal.
Ladders must be free of oil or dirt. Repair any

damage, and attach securely to the truck.
GRILLE, HOOD AND LADDERS

Grille
The grille must be removed for access to the air conditioner condenser and fuel cooler. The grille is
removed in two sections by removing the cap screws
and washers retaining each section to the hood. The
weight of the upper grille is approximately 30 kg (66
lb). The weight of the lower grille is approximately 23
kg (51 lb).
Hood
The hood is retained by the cap screws securing it to
the brackets on the radiator assembly. Prior to
removal, remove any wire harnesses or hoses that
may be attached to the inside of the hood. The
weight of the hood is approximately 160 kg (353 lb).
Do not attach the lifting device to the hand rails.
FIGURE 2-2. RIGHT DECK & LADDERS

1. Clearance Lights
2. Headlights
3. Ladder Lower Mount
4. Ladder
B2-4
5. Ladder Upper Mount

6. Handrail
7. Battery Box
10/11 B02030
DECKS
RIGHT DECK AND COMPONENTS
The left, right and center decks are mounted to their

supports using hardened flat washers and lock nuts.
Use the correct hardware when reinstalling. Domed
plugs are installed over each mounting cap screw to
prevent dirt entry into the cap screw area. These
plugs must be replaced if damaged or missing.
Removal
1. Follow the instructions outlined in Preparation
at the beginning of this chapter.

To prevent damage to the battery equalizer circuit when disconnecting the battery cables, disconnect the negative (-) lead first, then the
positive (+) cable. When reinstalling battery
cables, attach the positive (+) lead first, then the
negative lead.
2. Remove any hoses, cables, pipe supports etc.

from the center deck.
2. Tag and disconnect battery circuit cables and

wiring at battery box (7, Figure 2-2).
3. Attach lifting apparatus to each corner of the

center deck. The weight of the deck is approximately 250 kg (551 lb).
3. Disconnect the wiring harness at clearance

lights (1) and head lights (2).
4. Remove the deck mounting hardware.
5. Inspect the underside of the deck and remove

any hoses or cables that remain.
CENTER DECK
Removal
5. Verify all wiring harnesses, cables and hoses

have been removed. Using a hoist, carefully
raise the deck and remove from the truck.
4. Remove ladder (4).

right deck. The weight of the right deck (w/battery box) is approximately 850 kg (1874 lb).
Installation
1. Clean all mounting pad surfaces before installation.
2. Clean contact surfaces before installing ground
cables.
center deck. The weight of the deck is approximately 239 kg (527 lb).
4. Using a hoist, carefully raise the deck into position on the truck.
5. Install the deck mounting hardware. Tighten all
hardware to the standard torque specifications
listed in Section A.
6. Reattach any hoses, cables, pipe supports, etc.
that were removed during deck removal.
Ensure all electrical connections and harness
clamps are installed and secure.
B02030 10/11

7. Remove the deck mounting hardware at the
deck support and front upright.
Installation
cables.
B2-5

right deck. The weight of the right deck (w/battery box) is approximately 850 kg (1874 lb).

5. Install the deck mounting hardware at the deck
support and front upright. Tighten all hardware
to the standard torque specifications listed in
Section A.
6. Install ladder (4).
5. Attach lifting apparatus to each corner of the left

deck. The weight of the left deck is approximately 420 kg (926 lb).

6. Remove the deck mounting hardware at the
frame support and front upright.
Installation
7. Connect the wiring harnesses at clearance

lights (1) and head lights (2).
8. Reattach any other wiring, cables, or hoses that
were removed during deck removal. Ensure all
electrical connections and harness clamps are
installed and secure.

cables.
3. Attach lifting apparatus to each corner of the left
deck. The weight of the left deck is approximately 420 kg (926 lb).
LEFT DECK AND CAB

2. Remove the cab from the left deck. Refer to
Section N for cab removal and installation
instructions.

3. Refer to Section N, Operator Comfort, for

instructions on discharging the air conditioning system prior to disconnecting any
air conditioning lines.
4. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck
removal.
5. Install the deck mounting hardware at the deck

support and front upright. Tighten all hardware
to the standard torque specifications listed in
Section A.
6. Reattach any other wiring, cables, or hoses that
were removed during deck removal. Ensure all
electrical connections and harness clamps are
installed and secure.
7. Install the cab and charge the air conditioning
system with refrigerant. Refer to Section N for
instructions.
8. Start the engine and allow systems to charge.
Check for oil leaks. Ensure all shields, covers
and clamps are in place.
9. Service the hydraulic reservoir if required.
Check for proper operation of the steering and
brake systems.
B2-6
10/11 B02030
SECTION B3
DUMP BODY
INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Body Pad Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
B03019 10/11
Dump Body
B3-1
NOTES
B3-2
Dump Body
10/11
B03019
DUMP BODY
Removal
1. Park the truck on a hard, level surface and
chock the wheels. Attach appropriate lifting
cables and a hoist of sufficient capacity to the
dump body. Ensure the lifting cables are taut. A
typical body, as shown in Figure 3-1, weighs
approximately 20 000 kg (44,082 lb).
Inspect all lifting devices. Slings, chains, and

cables used for lifting components must be
inspected daily for serviceable condition.
Refer to the manufacturers guidelines for
correct capacities and safety procedures
when lifting components. Replace any
questionable items.
2. Remove the mud flaps and rock ejectors from

both sides of the body. Remove the electrical
cables, lubrication hoses, etc. attached to the
body.
Slings, chains and cables used for lifting

must be rated for approximately two times the
intended load.
3. Use chains, or the equivalent, to secure the

upper portion of the hoist cylinders for pin
removal.
When in doubt as to the weight of

components or any assembly procedure,
contact your customer support manager for
further information.
4. Remove pin retainer cap screws and washers

(2, Figure 3-2). Remove retainers (1) from each
of the upper hoist cylinder mounting eyes. With
hoist cylinder supports in place, remove mounting pins (3).
Lifting eyes and hooks must be fabricated

from the proper materials and rated to lift the
intended load.
Never stand beneath a suspended load. Guy
ropes are recommended for guiding and
positioning a suspended load.
Before lifting the body, ensure there is
adequate clearance between the body and
overhead structures or electric power lines.
Use a lifting device that is rated for at least a
25 ton capacity.
FIGURE 3-2. HOIST CYLINDER UPPER MOUNT

1. Retainer
2. Cap screws & Washers
3. Pin
4. Retainer Ring
5. Bearing
6. Hoist Cylinder
FIGURE 3-1. DUMP BODY REMOVAL

1. Lifting Cables
B03019 10/11
2. Guide Rope
Dump Body
B3-3
5. Remove cap screws (5, Figure 3-3) from each

pivot pin.
6. Remove body pivot pins (1). The weight of the
pins is approximately 49 kg (108 lb). Shims and
spacers (2 & 3) will drop out as the pin is
removed.
7. Lift the dump body from the chassis and move
to a storage or work area. Block the body to
prevent damage to the body guides, etc.
8. Inspect bushings (4) and pivot pins (1). Replace
the bushings and/or body pivot pins if damaged
or worn excessively.
FIGURE 3-3. DUMP BODY PIVOT PIN

(Section B-B, Figure 3-4)
1. Body Pivot Pin
2. Shim/Spacer
3. Shim/Spacer
4. Pivot Bushing
5. Cap screw
6. Lock Nut
FIGURE 3-4. BODY COMPONENT LOCATIONS

1. Body
View A-A. Rock Ejector (See Figure 3-7)
2. Body-Up Retention (Safety) Cable
View B-B. Body Pivot Pin (See Figure 3-3)
View C-C. Body Guide (See Figure 3-6)
View D-D. Body Pads (See Figure 3-5)
B3-4
Dump Body
10/11
B03019
Installation
3. Lift the pivot pin into position and align the pin
retainer cap screw hole. The weight of the pivot
pin is approximately 49 kg (108 lb). Push pivot
pin (1) through the shim(s) and into the pivot
bushings in each side of the frame.
Inspect all lifting devices. Slings, chains, and

cables used for lifting components must be
inspected daily for serviceable condition.
Refer to the manufacturers guidelines for
correct capacities and safety procedures
when lifting components. Replace any
questionable items.
4. Install cap screw (5) through each pin. Install

lock nut (6) and tighten to 203 20 Nm (150
15 ft lb). Do not exceed the specified torque.
5. Align the hoist cylinder upper mounting eye
between the mounting ears. Align the retainer
slot in pin (3, Figure 3-2) with retainer (1) and
install the pin.
Slings, chains and cables used for lifting

must be rated for approximately two times the
intended load.
6. Install pin retainer (1) and cap screws (2). Position the retainer to obtain 0.5 mm (0.020 in)
clearance between the retainer and the bottom
of the slot in body pin (3). Tighten the cap
screws to standard torque. Repeat for the
remaining hoist cylinder.
When in doubt as to the weight of

components or any assembly procedure,
contact your customer support manager for
further information.
Lifting eyes and hooks must be fabricated
from the proper materials and rated to lift the
intended load.
7. Install the mud flaps, rock ejectors, electrical

cables and lubrication hoses.
Never stand beneath a suspended load. Guy

ropes are recommended for guiding and
positioning a suspended load.
BODY PADS
Before lifting the body, ensure there is

adequate clearance between the body and
overhead structures or electric power lines.
Inspect the body pads during scheduled maintenance inspections. Replace if damaged or worn,
excessively.
Use a lifting device that is rated for at least a

25 ton capacity.
Removal
1. Raise the body to a height that is sufficient to
allow access to all of the pads.
1. Attach appropriate lifting cables and a hoist of

sufficient capacity to the dump body. A typical
body, as shown in Figure 3-1, weighs approximately 20 000 kg (44,082 lb). Lift the body and
lower over the truck frame. Align the body pivot
and frame pivot holes.
2. Place blocks between the body and frame and

secure the blocks in place.
2. Install shims (2 & 3, Figure 3-3) in both body

pivots as required to fill the gaps. Center the
body on the frame pivot. A minimum of one
shim is required at the outside end of both
frame pivots.
DO NOT work under a raised body unless safety

device(s) are in position to prevent the dump
body from lowering.
3. Remove the hardware that secures the pads to
the dump body. (Refer to Figure 3-5.)
4. Remove body pad(s) and shim(s). Note number
of shims installed at each pad location. The rear
pad on each side should have one less shim
than the other pads.
B03019 10/11
Dump Body
B3-5
Body Pad Adjustment
Proper body pad to frame contact is required to

ensure maximum pad life.
TABLE 1: REQUIRED PARTS

Body Pad Part Number
TW8650
Spacer Block Part

Number
XC3756
Spacer Block Cap Screws
VM0326 (3/8" -16NC x 3")
FIGURE 3-5. BODY PAD INSTALLATION

1. Nut
2. Lock Washer
3. Cap screw
4. Flat Washer
5. Dump Body
6. Mounting Pad
7. Shims (as required)
8. Body Pad
9. Main Frame
NOTE: The truck must be parked on a flat, level

surface for this adjustment.
Installation
1. Install the new pads and use the same number
of shims as removed.
2. Install the mounting hardware and tighten to 34
Nm (25 ft lb).
1. Without any body pads installed, bolt two

spacer blocks (1, Figure 3-7) to body pad location (1, Figure 3-6) using the pad mounting
holes closest to the front of the dump body.
After the spacer blocks are installed, lower the
body completely.
2. After lowering the dump body with the spacer
bocks installed, check the dump bodys position
and fit on the truck. If there is any interference
when the body is resting on the spacer block,
contact your local Komatsu distributor to
resolve the issue.
3. Remove the blocks from the frame and lower

the body onto the frame. All pads, except the
rear pads, should contact the frame with
approximately equal compression of the rubber.
If adjustment is necessary, refer to Body Pad
Adjustment for instructions.
B3-6
Dump Body
10/11
B03019
FIGURE 3-6. BODY PAD MOUNTING LOCATIONS

1. Body Pad Mounting Location 1
4. Shim
5. Body Pad
TABLE 2: SPECIFICATIONS
B03019 10/11
Body Pad Thickness
38.1 mm (1.50 in)
Spacer Block Thickness
41.1 mm (1.61 in)
Shim Thickness
1.5 mm (0.06 in)
Dump Body
B3-7
BODY GUIDE
Inspect body guide wear points (2, Figure 3-8) each
time a body pad inspection is performed. If the gap
becomes excessive, replacement parts must be
installed.
FIGURE 3-7. SPACER BLOCK INSTALLED

1. Spacer Block
3. With the body lowered, measure the distance
from the frame rail to the dump bodys pad
mounting locations. This will be measurement
A. Refer to Figure 3-6. There will be a total of
six A measurements per side. Measure both
ends at each pad.
4. Subtract the body pad thickness from measurement A at each pad mounting location. Refer
to Table 2 for body pad thickness. The difference will be measurement B. There will be a
total of six B measurements per side.
5. Divide measurement B by the shim thickness
(1.5 mm) to determine the number of shims
required for each position.
6. Remove one shim from the calculation for the
most rearward body pad on both sides, body
pad mounting location (3, Figure 3-6).
FIGURE 3-8. BODY GUIDE

1. Body Guide
2. Body Guide Wear Plug
3. Body Rail
4. Main Frame
NOTE: Using half shims is allowed if necessary. Half

shims must be installed at the top of the stack.
NOTE: The frame rail and the body bolster do not
have to be parallel.
B3-8
Dump Body
10/11
B03019
BODY-UP RETENTION CABLE
ROCK EJECTORS
Any time personnel are required to perform maintenance on the vehicle with the dump body in the
raised position, the body-up retention cable must
be installed.
Rock ejectors are placed between the rear dual

wheels to keep rocks and other material from lodging
between the tires. Failure to maintain the rock ejectors could result in a build up of debris between the
dual wheels. Debris build up may lead to tire damage.
Inspection
1. The ejectors must be positioned on the center
line between the rear tires within 5 mm (0.20
in.).
The Komatsu body-up retention cable can only

be used with a Komatsu body. Non-OEM dump
bodies may not accommodate the Komatsu
body-up retention cable. The end user must
ensure that a proper cable/sling is used.
2. With the truck parked on a level surface, the

arm must be approximately 109 mm (4.3 in.)
from the wheel spacer ring. Refer to Figure 3-9.
1. To hold the dump body in the raised position,

raise the body to it's maximum height. Refer to
Figure 3-4.
NOTE: With rock ejector arm (1, Figure 3-9) hanging

vertical as shown in Figure 3-9, there must not be
any gap between the arm and the stop on bracket
(2).
2. Remove cable (2) from its stored position on the

body and install between dump body (1) and
the axle housing ear.
3. If arm (1) is bent, remove the arm and

straighten.
3. Secure the cable clevis pins with cotter pins.

4. Move the hoist lever to the FLOAT position to
slowly lower the body until the cable is supporting the full weight of the body. Then move the
hoist lever to the HOLD position.
4. Replace wear plates that are severely worn.

5. Inspect brackets (2) and pins (3) at each shift
change for wear and damage. Repair as necessary.
5. After maintenance is complete, return the cable

to the stored position.
FIGURE 3-9. ROCK EJECTORS

1. Rock Ejector Arm
2. Rock Ejector Bracket
3. Pin
B03019 10/11
Dump Body
4. Flat Washer
5. Cotter Pin
B3-9
NOTES
B3-10
Dump Body
10/11
B03019
SECTION B4
FUEL TANK
INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
FUEL GAUGE AND SENDING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
FUEL RECEIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
FUEL TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
LEFT SIDE FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-7
B04027 10/11
Fuel Tank
B4-1
NOTES
B4-2
Fuel Tank
10/11 B04027
FUEL TANK
Use extreme caution when working near fuel.

Perform repairs on fuel systems in a well ventilated area. Never smoke or create any sparks
near fuel. Risk of fire and explosion is very high.
Removal
2. Raise the truck body and secure in position
with the safety cable. Shut the engine off.
3. Open drain cock (1, Figure 4-1) and drain the
fuel from the tank into clean containers. The
fuel tank has a capacity of 2120 l (560 gal).
4. Close shut off valve (2, Figure 4-1).
5. Disconnect fuel supply hose (2, Figure 4-2)
and return hose (3) from the tank. Cap the
hoses and tank fittings to prevent contamination.
6. Disconnect all electrical connections to the
tank.
7. Remove filter bracket bolts (3, Figure 4-1) and
tie the filters and hoses away from the fuel
tank.
8. Attach an appropriate lifting device to the fuel
tank lift brackets (1, Figure 4-2). The weight of
the empty fuel tank is approximately 932 kg
(2055 lb).
9. Remove nut (4, Figure 4-1), flat washer (8),
cap screw (5), and flat washer (6) and flat
washer (9) from the lower mounts.
FIGURE 4-1. FUEL TANK

1. Drain Cock
2. Shut Off Valve
3. Bolts
4. Nut
5. Cap Screw
6. Flat Washer
7. Rubber Dampener
8. Flat Washer
9. Flat Washer
10. Remove two cap screws and washers (4,

Figure 4-2) from each trunnion cap on the
upper mounts. Remove the trunnion caps.
11. Lift the fuel tank from the truck and move it to
a safe work area.
12. Remove rubber dampener (7, Figure 4-1) from
each lower mount. Inspect the dampeners for
wear or damage. Discard the parts if any
defects are found.
B04027 10/11
Fuel Tank
B4-3
Cleaning
Repair
The fuel tank is equipped with a drain and a cleaning

port. These items enable steam or solvent to be used
to clean tanks that have accumulated foreign material.
Clean the fuel tank before and after repairs are performed.
It is not necessary to remove the tank from the truck

for cleaning of sediment. However, rust and scale on
the walls and baffles requires complete tank removal.
Rotating the tank in various positions enables cleaning solutions to contact all interior surfaces.
Prior to a cleaning procedure of this type, remove the
fuel gauge, vents, and hose connections. The tank
must be completely sealed. After all scale, rust, and
foreign material has been removed, the temporary
plugs can be removed.
If a tank is to be welded, special precautions are

necessary to prevent fire or explosion. Consult
local authorities for safety regulations before
proceeding.
Installation
When a tank is to remain idle for a long period of

time, spray a small amount of rust preventive oil into
the tank to prevent rust formation. Seal all openings
for rust prevention.
1. Thoroughly clean the fuel tank mounting

brackets and cap screw hole threads. Repair
the threads if damaged. Install rubber dampener (7, Figure 4-1) in each mount.
2. Attach an appropriate lifting device to the fuel
tank lift brackets. The weight of the empty fuel
tank is approximately 932 kg (2055 lb).
3. Lift the fuel tank into position over the trunnion
mounts and lower into position. Place the trunnion caps into position. Install cap screws and
washers (4, Figure 4-2), but do not torque at
this time.
4. Place lower mounting brackets into position.
Install cap screw (5, Figure 4-1), flat washer
(8), flat washer (9), flat washer (6), and nut (4).
Refer to Figure 4-1 for positioning. Tighten the
cap screws to standard torque.
5. Place the trunnion caps on the upper mounts.
There is a chamfer on one edge of each cap.
The chamfered edge must face the fuel tank.
Install the cap screws and washers (4,
Figure 4-2). Tighten the cap screws to standard torque.
6. Connect fuel supply hose (2) and return hose
(3).
FIGURE 4-2. FUEL TANK

1. Lift Brackets
2. Fuel Supply Hose
3. Fuel Return Hose
4. Trunnion Cap
B4-4
7. Reconnect all electrical connections to the

tank.
5. Fuel Gauge and

Sending Unit
6. RH Fuel Receiver
7. Fuel Tank
Breather
Fuel Tank
10/11 B04027
FUEL GAUGE AND SENDING UNIT
WIGGINS QUICK FILL FUEL SYSTEM
Fuel gauge and sending unit (5, Figure 4-2) is

mounted on the side of the fuel tank. The fuel gauge
device provides an on-tank display for fuel level.
FUEL RECEIVER
The sending unit consists of a float arm that rises and

falls with the fuel level inside the fuel tank. A rotating
shaft is driven by the float arm as it rises and falls. A
magnet is mounted on the shaft near the fuel gauge.
As the shaft is rotated, the magnet rotates. The rotating magnet moves the fuel gauge needle to the corresponding fuel level position. The potentiometer in
the transmitter portion of the gauge circuit is simultaneously moved with magnet rotation. The potentiometer varies electrical resistance to vary the electrical
output signal that is sent to the fuel gauge in the cab.
The output signal is translated into fuel volume by the
fuel gauge.
RH fuel receiver (6, Figure 4-2) is mounted on fuel

tank. Optional left side fuel receiver (6, Figure 4-4) is
mounted on the left hand frame rail. This remote
receiver is for fueling the truck from the LH side.
Keep the cap on the receivers to prevent dirt build up
in the valve area and nozzle grooves. If fuel leaks
from the fuel tank breather, or if the tank does not
completely fill, check the breather to see that the float
balls are in place and the outlet screen is clean. If the
breather is operating properly, the problem will most
likely be with the fuel supply system.
Removal
1. Partially drain the fuel until the fuel level is
below the on-tank fuel gauge.
2. Disconnect the wiring from the assembly.
3. Remove the two screws that secure the fuel
gauge to the sending unit. Remove the gauge
from the sending unit.
4. Remove the four cap screws that secure the
sending unit to the fuel tank. Remove the gasket.
5. Cover the opening in the fuel tank.
Installation
1. Clean the mating surface on the fuel tank. Use
extreme care not to allow debris to enter the
fuel tank.
1. Install a new gasket.
2. Position the sending unit in the fuel tank.
Ensure the float is properly oriented and
moves freely in a vertical plane.
3. Install the four mounting cap screws and
tighten to standard torque.
4. Install the fuel gauge onto the sending unit.
Install the two screws.
5. Reconnect the wiring.
6. Refill the fuel tank. Verify proper operation of
the fuel gauges and check for fuel leaks.
B04027 10/11
Fuel Tank
B4-5
FUEL TANK BREATHER

NOTE: The relief pressure of the breather valve is 70
- 89 kPa (10.2 - 12.9 psi).
Removal
1. Unscrew fuel tank breather (7, Figure 4-2)
from fuel tank.
Installation
1. Screw fuel tank breather (7, Figure 4-2) into
fuel tank.
Disassembly
1. Remove clamp (3, Figure 4-3).
2. Remove cover (2) and screen (1).
3. Remove ball cage (10), solid ball (11), and
float balls (12).
4. Unscrew end fitting (7) from body (4).
5. Remove stem (8) and valve spring (5).
Assembly
1. Clean and inspect all parts. If damaged components are evident, replace the entire assembly.
2. Place valve spring (5) into position in body (4).
3. Insert stem (8) into end fitting (7).
FIGURE 4-3. BREATHER VALVE
4. Screw end fitting (7) into body (4). Ensure the

components are properly aligned and seated.
5. Place screen (1) and cover (2) into position on
the breather. Install clamp (3).
6. Insert the balls into ball cage (10) with solid
ball (11) on top.
1. Screen
2. Cover
3. Clamp
4. Body
5. Valve Spring
6. O-Ring
7. End Fitting
8. Stem
9. O-Ring
10. Ball Cage
11. Solid Ball
12. Float Ball
7. Insert the ball cage onto the stem. A minimum

of two cage coils must be seated in the groove
on the stem. Ensure the solid ball is able to
seat properly on the stem. If not, adjust the
cage, accordingly.
B4-6
Fuel Tank
10/11 B04027
LEFT SIDE FILL

This location permits fueling the truck from the left
side. The left side fill is an optional feature and might
not be included on all trucks.
83686
FIGURE 4-4. LEFT SIDE FILL

1. To Fuel Tank
2. Hydraulic Tank
B04027 10/11
3. Receiver Assembly
4. Refueling Box
Fuel Tank
B4-7
NOTES
B4-8
Fuel Tank
10/11 B04027
SECTION C
ENGINE
INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
C01022
Index
C1-1
NOTES
C1-2
Index
C01022
SECTION C3
COOLING SYSTEM
INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
LEAKS AND CONTAMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
RADIATOR FILL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
RADIATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
RADIATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
Additional Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
RADIATOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-11
TRANSMISSION AND BRAKE COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-13
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-13
Cleaning And Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-14
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-14
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-16
C03031 10/11
Cooling System
C3-1
NOTES
C3-2
Cooling System
10/11 C03031
COOLING SYSTEM
DESCRIPTION
The cooling system dissipates heat generated in the
engine, transmission and brake systems. Radiator
(1, Figure 3-1) is filled with a water/ethylene-glycol
coolant mixture. The coolant circulates through the
engine, transmission cooler (4), and brake cooler (5).
Engine water pump (6) circulates the coolant
throughout the system. Coolant temperature is controlled by a thermostat located on the engine. A thermostatically controlled, engine mounted fan draws air
through the grille and across the finned radiator
tubes, reducing coolant temperature. If coolant temperature is low, fan clutch (7), mounted in the fan
hub, allows the fan to free-wheel. When coolant temperature rises to a preset temperature, the fan clutch
engages the fan. A ribbed belt drives the fan clutch
assembly from a pulley on the front of the crankshaft.
Refer to Section C for additional information regarding the fan clutch.
NOTE: The fan clutch will engage the fan when the
air conditioner is being used.
The radiator is mounted above the front bumper. The
radiator is attached to the truck frame near the bottom tank. Support rods near the top tank attached the
radiator to the left and right uprights. Correct radiator
positioning is adjusted using shims at the lower
mounts and the upper mounts. Adjustable support
rods, near the top of the radiator, also allow radiator
adjustment.
FIGURE 3-1. COOLING SYSTEM
1. Radiator
2. Fuel Cooler
3. A/C Condenser
4. Transmission Cooler
C03031 10/11
Cooling System
5. Brake Cooler
6. Engine Water Pump
7. Fan Clutch
C3-3
LEAKS AND CONTAMINATION
RADIATOR FILL PROCEDURE
If a leak occurs in one of the coolers, antifreeze/coolant may contaminate the transmission oil or brake oil
supply. Conversely, transmission oil or brake system
oil may contaminate the engine cooling system.
If the engine coolant is found to be contaminated with
oil, the system must be examined for leaks and
repaired as necessary. The system must be flushed
to remove oil contamination and then refilled with a
clean coolant mixture.
If a leak has been found or is suspected in the transmission cooler, the transmission oil must be examined immediately. Ethylene glycol, even in small
amounts, will damage friction faced clutch plates.
The cooling system is pressurized due to thermal

expansion of coolant. DO NOT remove the radiator cap while the engine and is hot. Severe burns
may result.
1. With the engine and coolant at ambient temperature, depress the pressure relief to remove
cooling system pressure. Slowly, remove the
radiator cap.
NOTE: If coolant is added using the quick fill system,
the radiator cap must be removed prior to adding
coolant.
If ethylene glycol is detected in the transmission

oil, remove the transmission and disassemble.
Replace all friction-faced clutch plates.
2. Fill the radiator with the proper coolant mixture

as specified in Section P, Lubrication And Service.
3. Install the radiator cap.
In the same manner, a defective brake cooler may

contaminate the hydraulic oil supply with ethylene
glycol.
If a leak has been found or is suspected in the cooler,
the hydraulic oil must be examined immediately. Ethylene glycol, even in small amounts, will damage friction faced brake disc plates.
4. Allow the engine to idle for 5 minutes. Shut the

engine off and wait for the engine to cool.
5. Check the coolant level in the sight gauge. If the
radiator is not full, repeat the previous steps.
Any excess coolant will be discharged through
the vent hose after the engine reaches normal
operating temperature.
If ethylene glycol is detected in the hydraulic oil,

remove the wet disc brakes and disassemble.
Replace all friction-faced clutch plates.
Contact your truck distributor for ethylene glycol

detection kits.
C3-4
Cooling System
10/11 C03031
RADIATOR REMOVAL
1
If the engine is to be removed, raise the truck body.

Secure the body in the up position with the body
retention cable.
1. Apply the parking brake, shut the engine off and

allow the steering accumulators to depressurize. Turn the steering wheel to ensure all pressure has been released.
2. Open the battery disconnect switch.
3. Remove the two grilles and the hood. Refer to
Section B, Structural Components.
4. Place a large, clean container below the fitting
of return fuel tube (5, Figure 3-2) on the engineside of the front bumper. Loosen the fitting and
allow fuel cooler (1) to drain. Disconnect fuel
tubes (4 & 5) at the engine-side fittings.
5. Remove the hoses from the fuel cooler. Plug

the hoses and fuel tubes. Cap the fuel cooler fittings.
5
4
6. Remove the clamps that secure the fuel tubes

to the radiator and bumper. If clearance permits,
remove the tubes from the truck.
If the tubes cannot be removed, rotate the tubes
180 so they do not interfere with radiator
removal.
7. Attach a lifting sling and a hoist to the fuel
cooler. The weight of the cooler is approximately 43 kg (95 lb). Remove the hardware that
secures the fuel cooler to the radiator and
remove the fuel cooler. If removal of the fuel
cooler is not necessary, leave the cooler
attached during radiator removal.
8. Place an adjustable table or support in front of
condenser (3). The table must be approximately
the same height as the bumper.
9. Remove the hardware that secures the condenser to the radiator and swing the top of the
condenser downward onto the support table.
Remove clamping as necessary to allow slack
in the condenser hoses.
C03031 10/11
83690
FIGURE 3-2. RADIATOR FRONT VIEW

1. Fuel Cooler
2. Radiator
3. Condenser
4. Supply Fuel Tube

5. Return Fuel Tube
Use caution when draining the coolant system or

removing hoses. Do not open the system until
coolant temperature has reached a safe level.
10. Drain the coolant from the radiator using drain
cock (1, Figure 3-3). Remove the radiator cap
before draining the system. The capacity of the
cooling system is approximately 532 l (141 g). If
the coolant is to be reused, ensure the containers are clean.
Cooling System
C3-5
1
7
6
5
4
8
3
2
9
1
83691
FIGURE 3-3. RADIATOR REAR VIEW (LH)

1. Drain Cock
2. Hump Hose
3. Suppression Module
4. Hose
10
5. Hose
6. Fan Guard
7. Upper Support Rod
11. Remove the hardware that secures suppression

module (3) to the radiator. Remove the clamps
that secure the wiring harness to the radiator
and set the suppression module aside.
12. Disconnect hose (5) from the lower radiator
tube.
13. Disconnect hose (4) from the transmission oil
cooler.
14. Loosen the clamps securing hump hose (2) and
pry the hose from the radiator.
15. Disconnect the connector from coolant level
sensor (4, Figure 3-4) at the top of the radiator.
C3-6
83688
FIGURE 3-4. RADIATOR REAR VIEW (RH)

1. Upper Radiator Tubes
2. Hose
3. Hose
4. Coolant Level Sensor
5. Radiator Cap
6. Hose
7. Hose
8. Hump Hose
9. Mounting Hardware
10. Hump Hose
16. Disconnect hoses (3 & 6) from the surge tank.

Plug the hoses.
17. Disconnect any wiring and hose clamps from
the three upper radiator tubes (1). Loosen the
clamps that secure the hump hoses on the
tubes. Pry the hump hoses off of the tubes and
remove the tubes or swing them away from the
radiator.
Cooling System
10/11 C03031
18. Loosen the clamps that secure hump hose (8).

Pry the hump hose off of the radiator tube.
19. Loosen the clamps that secure hump hose (10).
Pry the hump hose off of the radiator tube.
20. Attach a lifting sling and hoist to the top right fan
guard. Remove the hardware that secures the
section to the radiator and fan guard assembly.
Lift the guard from the truck and repeat for the
remaining fan guard sections.
21. Attach an appropriate lifting device to the radiator assembly. The weight of the radiator is 1191
kg (2626 lb).
22. Loosen mounting hardware (9) at the lower
mounts and then disconnect upper support rods
(7, Figure 3-3).
23. Remove the cap screws from the lower mounts.
Before removing the radiator, verify that all
hoses and wiring harnesses are disconnected
from the radiator.
24. Carefully slide the radiator forward until the
shroud is clear of the fan blades. Verify the condenser will not interfere in the path of the radiator.
25. Lift the radiator off the frame. Move the radiator
to a storage or repair area. Remove the shims
from the lower radiator mount location and save
for use during installation.
26. Remove the remaining hoses and clamping
from the radiator as necessary.
27. Inspect all hoses, clamps, tube connectors, etc.
Replace damaged or worn parts.
RADIATOR REPAIR
Internal Inspection
If desired, an internal inspection can be performed on
the radiator before complete disassembly. The
inspection entails removing tubes in the radiator core
and cutting them open. This type of inspection can
indicate overall radiator condition, as well as coolant
and additive breakdown.
C03031 10/11
To perform this inspection, remove about four random tubes from the air inlet side of the radiator.
Remove tubes from both the top and bottom cores,
and near each end of the radiator. Refer to Disassembly and Assembly in this section for proper
instructions for tube removal and installation. Analyze any contaminant residue inside the tube to
determine the cause. Flush the system before returning the radiator to service. Contact your nearest L&M
Radiator facility for further instruction or visit the L&M
website for further information at www.mesabi.com.
External Cleaning
Many radiator shops use a hot alkaline soap, caustic
soda, or chemical additives in their boil-out tanks
which can attack solders. These tanks are generally
not recommended.
Before such tanks are used for cleaning, ensure

that the cleaning solutions are not harmful to solder. Otherwise, damage to the radiator will result.
Completely rinse the cleaned tube/core in clean
water after removing from the boil-out tank.
As an alternative to boil-out tanks, radiators can be
cleaned externally with a high pressure washer and
soap. In most cases, it may be best to blow out any
dry dirt with a high pressure air gun prior to washing
the core with the high pressure washer.
Pressure washers must not exceed 8274 kPa (1200
psi). Unlike conventional cores, it is recommended to
hold the spray nozzle directly next to the core. Starting from the air exit side, place the high pressure
washer nozzle next to the fins. Concentrate on a
small area, slowly working from the top to the bottom.
Spray straight into the core, not at an angle. Continue
washing until the exit water is free of dirt. Repeat
from the opposite side.
Cooling System
C3-7
Disassembly
To aid in removal of the tubes, clean the radiator

prior to disassembly. Heating the seals with hot
water helps to loosen the grip on the tubes.
Cleaning the radiator prior to disassembly also
reduces the risk of internal contamination. After
cleaning, spray lubricating oil at the top end of
the tubes.
FIGURE 3-6. INSTALLATION TOOL (VJ6567)
2. After the tube is loose, position the installation
tool (VJ6567) at the bottom of the tube to be
removed. Refer to Figure 3-6. Position the
upper jaw of the tool just below the rectangular
section of the tube. Rest the bottom jaw on the
seal. Squeeze the tool just enough to allow the
bottom of the tube to be removed from the bottom seal.
NOTE: To ease in the removal of tubes, use the
breaker tool and installation tool simultaneously.
FIGURE 3-5. BREAKER TOOL (XA2307)
1. Start at the top row of tubes, first. Use the
breaker tool (XA2307) to loosen the tube to be
removed. When using the tool, position it at the
top or bottom of the tube. Never position it in the
middle of the tube or damage may result. Use
the tool to lightly twist the tube back and forth
within the seals to loosen the grip. Refer to
Figure 3-5.
FIGURE 3-7. ANGLING TUBE DURING REMOVAL

3. Pull the tube from the top seal while simultaneously twisting the tube. Angle the tube only far
enough to clear the radiator during removal.
Refer to Figure 3-7. Removing the tube at an
excessive angle may cause damage to the
tube.
C3-8
Cooling System
10/11 C03031
Assembly
4. Remove all the tubes at the top, before removing the bottom tubes.
5. After all of the tubes are removed, use pliers to
remove the seals from the tanks. Discard all
seals. New seals must be used for assembly.
Cleaning and Inspection
NOTE: For easier installation, soak the seals in hot

water before installing.
1. Install the new tube seals onto the bottom tank
and the bottom side of the center tank. Do not
install the seals for the top core at this time.
Seals for the top of the tubes do not have locking grooves, bottom tube seals do. Ensure the
correct seals are installed in the proper position.
1. Clean the tube holes using a drill with a 19 mm

(0.75 in.) wire brush.
The seal holes must be dry during installation.

Use a rubber mallet and a flat metal plate to
lightly tap the seals into place. Using excessive
force will drive the seals in too far. Properly
installed seals are slightly convex in shape.
Improperly installed seals are concave with a
smaller diameter hole. Refer to Figure 3-8.
2. Clean the holes of any foreign debris and wipe

clean.
3. Clean the inside of the tanks and tubes. In most
cases just flushing the inside with a high pressure hot water washer with soap, will suffice. If
not, contact an L&M manufacturing facility or
visit the L&M website for further instruction at
www.mesabi.com.
4. Check for signs of internal blockage in the tubes
and tanks. If desired, you may cut open tubes
for inspection. If contamination is present, the
tube must be analyzed. The radiator must be
properly flushed of all contaminants and corrective action must be taken to prevent such contamination from occurring in the future. Refer to
Internal Inspection in this section.
5. Buff the tube ends with a polishing wheel and a
copper polishing compound. If any debris can
not be removed by buffing, emery cloth, steel
wool, or a wire wheel (wire size 0.15 - 0.20 mm
(0.006 - 0.008 in.)) is acceptable for use. Use
extreme care not to mar the tube ends.
FIGURE 3-8. PROPER SEAL INSTALLATION
2. Use a 13 mm (0.5 in.) diameter brush to lubricate the seals with lube/release agent
(XA2308).
3. Use a spray bottle to lubricate the tube ends
with the lube/release agent.
C03031 10/11
Cooling System
C3-9
When installing tubes, start at one end and work

towards the center. After you reach the center,
move to the opposite end, and again, work
towards the center. If any of the tubes are difficult
to install, do not proceed to force the tube.
Remove the tube and determine the problem.
Possible causes may be:
inadequate seal/tube lubrication
improperly installed seal
damaged seal or tube end
tube angle excessive during installation
and/or tube not centered in seal
FIGURE 3-9. INSTALLING TUBE WITH TOOL
Inspect seals for damage before trying to reinstall tube. Replace as necessary.
4. Move to the front of the radiator (opposite of fan
side). Install the bottom row of tubes starting
with the fan side row.
When installing the tubes, center the top of the
tube in the top seal while angling the tube only
as much as necessary. Twist the tube while
applying upward force. Push the tube into the
seal until enough clearance is available to
install the bottom end of the tube into the bottom seal.
5. Center the bottom end of the tube in the bottom
seal. Push the tube downward until the formed
bead on the tube is seated inside of the lock
ring groove in the seal. If necessary, use the
installation tool (VJ6567) to pull the tube downward into the seal. The tool has a hooking
device on the end of one of the handles for aiding in installation. Refer to Figure 3-9.
Ensure that all tube beads are seated in their

respective bottom seals.
Align and straighten all tubes during the installation of each row to allow maximum air flow
through the radiator.
6. Install the tube stay ends. Install the felt air baffles behind the front and back rows while completing tube installation.
Pressure Testing
Pressure test radiators at 103 kPa (15 psi) for 30
minutes. Various methods of pressure testing include
the following:
Pressurize the radiator and submerge into a test
tank. Watch for leaks.
Lay the front side of the radiator on the floor. Cap
off ports, and fill the radiator with hot water.
Pressurize the radiator and check for leaks.
Cap off radiator ports. Install an air pressure
gauge and pressurize to 103 kPa (15 psi).
Remove the air source and monitor the pressure
gauge.
Pressurize the radiator with air, and spray sealed
joints with soapy water.
Additional Service Information

Additional service information can be found on the
L&M Radiator website located at www.mesabi.com.
C3-10
Cooling System
10/11 C03031
RADIATOR INSTALLATION
1. If hoses (4 & 5, Figure 3-3) and hose (7,
Figure 3-4) were removed from the radiator,
install the hoses and clamping onto the radiator.
2. Attach an appropriate lifting device to the radiator assembly. The weight of the radiator is 1191
kg (2626 lb).
3. Lift the radiator into position over the lower
mounts and the fan blades.
4. Place the shims that were removed between
the frame mount block and the radiator mounting pad. Lower the radiator onto the mounts and
install mounting hardware (9).
NOTE: If necessary, add or remove the long shims
(two holes) to align the radiator outlet tube vertically
with the transmission cooler inlet. Use the short
shims (one hole) to tilt the radiator until plumb.
5. Tighten the lower mounting cap screws evenly.
Tighten the lower mounting cap screws to 549
Nm (405 ft lb).
6. Install support rods (7, Figure 3-3) onto the top
of the radiator.
FIGURE 3-10. TUBE CONNECTOR CLAMPING
7. Install fan guard (6).

8. Connect hose (4) to the transmission oil cooler.
9. Connect hump hose (2) to the lower radiator
tube. Tighten the clamps that secure the hump
hose. Refer to Figure 3-10 for guidelines on
tube clamping.
10. Connect hose (5) to the lower radiator tube.
11. Place suppression module (3) into position on
the radiator and install the hardware that
secures the module. Install the clamping for the
wiring harness.
12. If the upper radiator tubes (1, Figure 3-4) were
removed, install the tubes adhering to the
guidelines in Figure 3-10.
13. Connect hoses (3 & 6, Figure 3-4) to the surge
tank on the radiator. Install any hose clamps
that were removed with the radiator.
C03031 10/11
14. Install the harness connector onto coolant level

sensor (4).
15. Install hump hoses (8 & 10) to the lower radiator
tube adhering to the guidelines in Figure 3-10.
16. Lift the condenser into position on the radiator.
Install the hardware that secures the condenser.
17. If removed, attach a lifting sling and a hoist to
the fuel cooler. The weight of the cooler is
approximately 43 kg (95 lb). Lift the cooler into
place and install the hardware that secures the
fuel cooler to the radiator.
18. Place fuel tubes (4 & 5, Figure 3-2) into position
and install the clamps that secure the tubes to
the radiator and bumper. Connect the fuel tubes
to the fuel connections on the engine-side of the
radiator.
Cooling System
C3-11
19. Install the hoses onto the fuel cooler and fuel
tubes.
20. Install the hood and the two grilles. Refer to
Section B, Structural Components.
as specified in Section P, Lubrication And Service.
22. Start the engine, and check for leaks. Repair as
necessary.
TRANSMISSION AND BRAKE

COOLERS
Brake cooler (2, Figure 3-11) and transmission cooler
(1) are mounted behind the radiator lower tank. The
brake cooler reduces the oil temperature in the wet
disc brake (and hoist) oil circuit. This occurs during
service brake application and primarily during
retarder operation.
The transmission cooler reduces the temperature of
the transmission oil supply.
The coolers are manufactured as a single unit,
requiring removal of both coolers if service is
required.
FIGURE 3-11. OIL COOLERS
2. Brake Cooler
3. Coolant Inlet
4. Coolant Outlet
5. Orifice Check Valve
6. Brake Oil Inlet Hoses
C3-12
Cooling System
7. Transmission Oil
Outlet Hose
8. Transmission Oil Inlet
Hose
9. Brake Oil Outlet
Hoses
10/11 C03031
Removal
1. Apply the parking brake, and shut the engine
off. Allow steering accumulator pressure to dissipate. Turn the steering wheel to ensure all
pressure has been released. Open the bleed
valves in the hydraulic cabinet, and bleed the
pressure from the brake accumulators. Close
the valves after all pressure has been released.
2. Drain the oil from the hydraulic tank. The capacity of the hydraulic tank is 900 l (238 g).
3. Drain the oil from transmission sump. The
capacity of the transmission is 153 l (41 g).
4. Drain the coolant system as described previously in Radiator Removal.
5. Remove the clamps and hoses connecting
coolant inlet (3, Figure 3-11) and outlet (4) to
the coolers.
6. Remove brake oil inlet hoses (6) and outlet
hoses (9). Remove orifice check valve (5).
FIGURE 3-12. SHORT END - LONG END

2. Start at the long end of the cooler. Insert
removal tool (XA2309) into one of the tubes.
Seat the shoulder of the tool against the end of
the tube. Squeeze the handle to lock the tool
inside the tube. While twisting the tool, pull until
the short end of the tube is pulled from its seal.
Repeat this step for each remaining tube.
7. Disconnect transmission oil inlet hose (8) and

outlet hose (7) from the tubes. Cap all hoses
and oil cooler ports.
8. Support the cooler assembly with an appropriate lifting device. The weight of the assembly is
approximately 397kg (875 lb). Remove the cap
screws and washers at the cooler mounting
brackets.
9. Lower the cooler assembly from the truck and
move to a clean repair area.
FIGURE 3-13. REMOVAL TOOL
Disassembly
1. Remove the hardware securing the cooler end
caps, or tanks, to the main housing. Remove
each end. Ensure each end is properly identified for installation purposes. Clean the gasket
material from the end caps and from the housing.
Most coolers are stamped with an S for short
end, and an L for long end. The short end is
the end that contains the shorter, smooth section of the tubes. The long end contains the longer, smooth section of the tubes. Refer to
Figure 3-12.
C03031 10/11
DO NOT pull seals into the cooler housing. If a

seal is pulled into the housing, it must be
removed.
DO NOT attempt to remove the cap screw located
at the center of each header plate. If it is necessary to remove this cap screw, contact your nearest L&M facility for instruction.
Cooling System
C3-13
3. Remove all of the seals from the short end

header sheet, and discard.
4. After all seals have been removed from the
short end, insert the removal tool into a tube at
the short end of the cooler. Seat the shoulder of
the tool against the end of the tube. While twisting, pull the tube from the cooler. Repeat this
step for each tube.
5. Remove all of the seals from the long end
header sheet, and discard.
FIGURE 3-14. INSTALLATION OF TUBES
Cleaning And Inspection

1. Clean both header plates and all seal holes.
Prevent any debris from being pushed into the
shell.
2. Stand the cooler up in a vertical position. Flush
with a hot water, high pressure washer. Rinse
clean.
3. Dry the inside of the cooler. Use a hot air
blower, if available.
5. Set up a plastic or a wood backstop behind the

short end side of the cooler. DO NOT use a
metal backstop or damage to the tubes may
result. The backstop will help prevent the tubes
from being pushed out of the cooler during
installation.
4. Inspect the tube ends for burrs or damage.

Remove any burrs with a fine emery cloth.
Clean the inside and outside of each tube.
Assembly
1. Use cleaning solvent to wipe out the header
holes on the long end of the cooler before seal
installation. Verify that no damage exists.
2. Install new seals into the long end header plate.
DO NOT use any lubricant during installation.
Push the outer lip of each seal flush against the
header plate.
3. Use SAE 10 mineral oil to lubricate tube ends
and the inner portion of the long end seals.
4. Insert the long end of a tube into the short end
side of the cooler. Slowly push the tube by hand
until it contacts the long end seal. Repeat this
step for the remaining tubes.
C3-14
FIGURE 3-15. BACKSTOP AT SHORT END

6. Push the installation tool (XA2309) through one
of the long end seals using a twisting motion.
When the shoulder of the tool makes contact
with the tube end, squeeze the handle to lock
the tube onto the tool. Gently twist the tool while
pulling the tube through the front end seal.
Ensure the seal remains flush with the header
plate. Repeat this step for each remaining tube.
Cooling System
10/11 C03031
12. Push the installation tool (XA2309) through one

of the short end seals using a twisting motion.
When the shoulder of the tool makes contact
with the tube end, squeeze the handle to lock
the tube onto the tool. Gently twist the tool while
pulling the tube through the short end seal.
Extend the tube about 6.35 mm (0.25 in.) from
the seal. Ensure the seal remains flush with the
header plate. Repeat this step for each remaining tube.
FIGURE 3-16. PULLING TUBES THROUGH LONG

END SEALS
7. Remove the backstop from the short end.

8. Use cleaning solvent to wipe out the header
holes on the short end of the cooler before seal
installation.
9. Install new seals into the long end header plate.
DO NOT use any lubricant during installation.
Push the outer lip of each seal flush against the
header plate.
10. Use SAE 10 mineral oil to lubricate the inner
portion of the short end seals.
11. Install the seal retaining tool (XA2310) onto the
tube installation tool.
FIGURE 3-17. PULLING TUBES THROUGH

SHORT END SEALS
Inspection
1. Inspect each tube end for any seal fragments. If
there is evidence of any seal damage, remove
the corresponding tube. Install new seals, and
install the tube.
2. Inspect all seals. The seals must be seated
flush against the header plates. If a gap of more
than 0.79 mm (0.031 in.) exists, the seal must
be removed, inspected and reinstalled.
Testing And Final Assembly

1. Connect an air source of 345 kPa (50 psi) to the
oil side fittings on the cooler for 15 minutes.
Submerge the cooler in water or use a spray
bottle to spray soapy water around each of the
seals. If any bubbles are evident, a leak exists
and must be repaired.
C03031 10/11
Cooling System
C3-15
Installation
1. Move the cooler assembly under the truck.
Using an appropriate lifting device, raise the
assembly into position against the mounting
brackets on the frame. The weight of the
assembly is approximately 397kg (875 lb).
2. Install the mounting cap screws and lock washers. Tighten the cap screws to standard torque.
FIGURE 3-18. PRESSURE TESTING SEALS
2. After successfully testing the seals, install the

end caps. Apply a small amount of silicone rubber to each side of the new gaskets.
3. Install the gaskets and the end caps. Ensure
the notches on the end caps and the shell are
properly aligned.
3. Install the coolant tube connectors at inlet (3,

Figure 3-11) and outlet (4). Refer to Figure 3-10
for tube connector clamp positioning recommendations. Rotate the clamp adjusters to position adjacent clamps 180 apart. Tighten the
clamps securely.
4. Using new O-rings on the flanges, install transmission oil inlet hose (8, Figure 3-11), and outlet
hose (7). Tighten the flange clamp cap screws
to standard torque.
5. Position orifice check valve (5) at the bottom
brake oil inlet port. Using new O-rings on the
flanges, install brake oil inlet hoses (6), and outlet hoses (9). Tighten the flange clamp cap
screws to standard torque.
6. Refill the radiator with the proper coolant mixture as specified in Section P, Lubrication And
Service.
7. Refill the hydraulic tank. Refer to Section P,
Lubrication And Service for the proper procedure.
8. Fill the transmission sump with hydraulic oil.
Refer to Section P, Lubrication And Service for
the proper procedure.
9. Start the engine and check for oil or coolant
leaks. Repair leaks as required.
FIGURE 3-19. GASKET INSTALLATION
10. Recheck fluid levels and fill as necessary.
4. Tighten the cap screws to standard torque.

5. Hook up an air source of 1034 kPa (150 psi) to
the oil side fittings on the cooler for 15 minutes.
Submerge the cooler in water. If any bubbles
are evident, a leak exists and must be repaired.
If no leaks are present, the cooler assembly is
ready for use.
C3-16
Cooling System
10/11 C03031
SECTION C4
ENGINE
INDEX
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7
DRIVE LINE ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-10
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-12
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-18
Bearing Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-19
C04031 03/09
Engine
C4-1
NOTES
C4-2
Engine
03/09 C04031
ENGINE
The HD1500 truck is equipped with a turbocharged
diesel engine. Engine power is transmitted to the
Torqflow transmission by a drive line adapter,
damper assembly and drive shaft.
3. Place the battery disconnect switch in the OFF

position. Disconnect the negative battery
cables, and then the positive battery cables.
4. Remove the radiator. Refer to Section C, Cooling System - Radiator Removal.
Removal
5. Disconnect the engine harness and ground

cables from alternator (1, Figure 4-2).
1. Park the truck in a work area with adequate

overhead clearance to permit raising the body.
6. Close the fuel supply valve located on the left

side of the engine. Close the valve located at
the fuel tank. Disconnect the fuel supply hose at
the engine. Cap all openings. Clean any spilled
fuel.
2. Apply the parking brake and block the wheels.

Raise the body, and install the safety cable.
7. Disconnect the tubing for the air cleaner restriction indicators at ports (7, Figure 4-1).
DO NOT work under a raised body unless the
safety cable is securely installed.
8. Disconnect turbocharger inlet temperature sensor (10).

9. Loosen intake pipe clamps (2). Remove the
support rods at clamps (6). Remove intake
pipes (4 and 5) from the rubber connector
hoses at the air cleaners and turbochargers.
Remove exhaust pipes (11).
Prior to removal, tag or mark all oil lines, fuel

lines and electrical connections to ensure correct
assembly during engine installation. Plug all
ports and cover all hose fittings or connections
when disconnected.
FIGURE 4-1. INTAKE/EXHAUST PIPING

1.
2.
3.
4.
5.
6.
C04031 03/09
Air Cleaner
Clamp
Hump Hose
LH Intake Pipe
RH Intake Pipe
Support Rod Clamp
7.
8.
9.
10.
11.
Engine
Air Cleaner Restriction Indicator Port

Hose
Turbocharger
Turbocharger Inlet Temperature Sensor
Exhaust Pipes
C4-3
FIGURE 4-3. AIR CONDITIONER COMPRESSOR

1. Belt Guard
2. A/C Compressor
3. Mounting Bracket
FIGURE 4-2. COOLER ASSEMBLY PIPING

1.
2.
3.
4.
Alternator
Cooler Assembly
Water Pump Inlet Pipe
Coolant Temperature
Sensor
4. Suction Hose
5. Clutch Connector
6. Harness Clamps
5. Fan Clutch
6. Heater Shutoff Valves
10. Remove water pump inlet pipe (3, Figure 4-2)

between the engine and cooler assembly (2).
11. Close heater shut-off valves (6) and disconnect
the hoses.
12. Disconnect the heater hoses and remove the
clamps to allow the hoses to be positioned
away from the engine.
13. Disconnect the suction and discharge hoses
from air conditioning compressor (2, Figure 43).
14. Disconnect compressor clutch connector (5).
Remove harness clamps (6). Disconnect the trinary switch from the receiver/drier.
15. Disconnect coolant temperature sensor (2, Figure 4-4) from the front right side of the engine.
FIGURE 4-4. COOLANT TEMPERATURE

SENSOR
1. Right Front Cylinder
Head
C4-4
Engine
2. Coolant Temperature
Sensor
03/09 C04031
FIGURE 4-5. REAR OF ENGINE

1. ECM Cables
2. Speed Sensors
3. Harness Clamps
4. Oil Pressure Switch
FIGURE 4-6. REAR ENGINE MOUNT

1. Rear Engine Mount
2. Rubber Mount
3. Cap Screw
16. Disconnect the harness from oil pressure switch

(4, Figure 4-5). Disconnect speed sensors (2).
Disconnect the Electronic Control Module
(ECM) connectors (1) and harness clamps (3).
4. Starter Cables
5. Starter Motors
6. Exhaust Pipe
17. Remove the battery supply and ground cables

from cranking motors (5, Figure 4-6). Disconnect the prelube timer and magnetic switches
connected to the main engine harness.
18. Disconnect the engine ground cables.
19. Verify all cable clamps are removed. Remove
the engine harness from the engine. Carefully
secure the harness to prevent interference
when the engine is removed.
20. Remove drive shaft guard (1, Figure 4-7), and
drive shaft (2). Refer to Section F, Drive Shafts
for instructions on removing the drive shaft.
21. Inspect the engine for any remaining hoses or
electrical wiring that must be removed prior to
engine removal.
FIGURE 4-7. DRIVE SHAFT

1. Guard
C04031 03/09
Engine
2. Drive Shaft
C4-5
FIGURE 4-8. FRONT ENGINE MOUNTS

1. Alternator Guard
2. Fan
3. Fan Clutch
4. Mounting Hardware
5. Rubber Mount
Inspection
The complete engine (dry) weighs approximately
5,813 kg (12,815 lb). Ensure all lifting apparatus,
hoists, and spreader bars are of adequate capacity. During engine removal, ensure that the
engine removal path is clear of personnel and
equipment.
Inspect rubber mounts (2, Figure 4-6, & 5,

Figure 4-8). If the mounts are deformed or
damaged, replace with new parts.
Inspect all hoses for evidence of leakage,
damage, or deterioration.
Inspect electrical harness connectors for
pin damage or corrosion.
22. Attach appropriate lifting apparatus to the

engine.
Inspect electrical harnesses for damage.

Inspect the drive shaft cross and bearings.
23. Remove the mounting hardware from rear

engine mounts (1, Figure 4-6).
Inspect the driveline adapter. Refer to

Driveline Adapter later in this chapter.
24. Remove mounting hardware (4, Figure 4-8)

from the front engine mounts.
Repair or replace the above items as required.
25. Lift the engine from the frame. Move to a clean

work area and mount on work stands or cribbing.
C4-6
Engine
03/09 C04031
Installation
12. Connect all engine ground cables.
13. Install coolant pipe (3, Figure 4-2) between the
water pump inlet and cooler assembly (2).
The complete engine (dry) weighs approximately
5,813 kg (12,815 lb). Ensure all lifting apparatus,
hoists, and spreader bars are of adequate capacity. During engine removal, ensure that the
engine removal path is clear of personnel and
equipment.
14. Install the heater hoses onto shut-off valves (6).

Open the valves.

engine. Lift the engine into position over the
mounts. Install the rubber mounts on top of the
mount brackets. Lower the engine and install
the bottom rubber mounts, mounting cap
screws, nuts, and washers. Tighten the cap
17. Install the support rods between the pipes and

the deck. After the pipes are properly positioned, tighten the clamps on hump hoses (3)
and turbocharger elbows (8), securely.
15. Install exhaust pipes (11, Figure 4-1).

16. Install the left and right air intake pipes between
the air cleaners and turbochargers.
18. Install air cleaner restriction indicator tubes to

ports (7).
19. Connect the wiring harness to turbocharger inlet
temperature sensor (10).
2. Center the engine and transmission assembly.

Refer to Section F, Drive Shafts - Front Drive
Shaft Alignment.
20. Connect the fuel supply hose to the shut-off

valve to the rear of the fuel filters. Open the
shut-off valves at the filters and at the fuel tank.
3. Install the drive line adapter if not already

installed. Refer to Driveline Adapter on the following pages for installation instructions.
21. Check installation to verify all hoses and wiring

have been reinstalled and all clamps are in
place.
4. Install drive shaft (2, Figure 4-7), and drive shaft

guard (1). Refer to Section F, Drive Shafts for
instructions on installing the drive shaft.
22. Install the radiator. Refer to Section C, Cooling

System - Radiator Installation.
5. Route the engine harness into position on the

engine.
23. Connect the negative battery cables, then the

positive battery cables. Close the battery disconnect switch.
6. Install starter motor cables (4, Figure 4-6).

7. Connect engine oil pressure switch (4, Figure 45), engine speed sensors (2) and three ECM
cables (1). Install harness clamps (3) to secure
the harness to the flywheel housing.
24. Fill the engine oil to the specified level. Refill the
radiator with coolant to the specified level.
NOTE: Refer to Section P, Lubrication and Service
for the proper fluids and capacities.
8. Connect coolant temperature sensor (2, Figure

4-4) to the engine harness.
25. Charge the air conditioning system with refrigerant. Refer to Section N, Operator Comfort for
instructions.
9. Connect the harness wiring to the alternator R

terminal. Connect the alternator battery cable
and ground cables.
26. Start the engine to circulate the oil and coolant

through the system. Keep the engine on until
temperatures are stabilized. Then, turn the
engine off and check fluid levels, again.
10. On the left side of the engine, install the air conditioner compressor suction and discharge
hoses.
11. Install clutch connector (5, Figure 4-3). Route
the remaining wires to the receiver-drier. Install
harness clamps (6).
C04031 03/09
27. Check for fluid leaks and repair as necessary.
Engine
C4-7
DRIVE LINE ADAPTER
FIGURE 4-9. DRIVELINE ADAPTER

1. Flywheel Housing
2. Damper Assembly
3. Flange
4. Cap Screw & Washer
5. Outer Body
6. Rubber - Large
7. Rubber - Small
8. Retainer Ring
9. Cover
10. Inner Body
11. Flange
C4-8

13. Spacer
14. Retainer Ring
15. Retainer Ring
16. Bearing
17. Spacer
18. Bearing
19. Cover
20. Plug
21. Dowel Pin
22. Breather
Engine
23. Plug
24. Cap Screws
25. Cap
26. Retainer Ring
27. Coupling Assembly
29. Oil Seal
30. Output Shaft
31. Cover Assembly
03/09 C04031
Removal
1. Park the truck in a work area with adequate
overhead clearance to permit raising the body.
DO NOT work under a raised body until the safety

cable is securely installed.
2. Apply the parking brake and chock the wheels.
Raise the body and install the safety cable.
3. Remove the front drive shaft. Refer to Section
F, Drive Shafts for instructions on removing the
drive shaft.
4. Remove coupling (3, Figure 4-11).
5. Attach a lifting device and guide bolts to damper
cover (1). The weight of the cover assembly is
approximately 140 kg (308 lb). Remove cap
screws (2) from the damper cover. Lift the cover
from the truck.
6. Attach a sling and a lifting device to damper (1,
Figure 4-12). The weight of the assembly is
approximately 108 kg (238 lb). Remove cap
screws (24, Figure 4-9) that secure the damper
to the flywheel housing (1).
7. Lift the damper assembly from the truck.
FIGURE 4-11. OUTPUT SHAFT

1. Damper Cover
2. Cap Screw
3. Coupling
FIGURE 4-12. DAMPER ASSEMBLY

1. Damper
2. Housing
FIGURE 4-10. DRIVESHAFT

1. Drive Shaft
4. Damper Cover
2. Coupling and Bearing
5. Cap Screws
Assembly
6. Coupling
3. Plug(s)
7. Breather
C04031 03/09
Engine
C4-9
Disassembly
NOTE: Bearing removal and installation tools allow

for easier disassembly and assembly of the driveline
adapter. The tools can be fabricated locally.
Manufacturing details are shown in Bearing Tools
located later in this chapter.
FIGURE 4-14. SHAFT REMOVAL

1. Press
3. Set the assembly in a press stand as shown in

Figure 4-14. Place a blanket or other soft object
below the stand to prevent damage to shaft (2)
if it falls. The weight of the shaft is approximately 37 kg (82 lb). Press shaft (2) from the
cover.
FIGURE 4-13. COVER DISASSEMBLY

1. Damper Cover
2. Snap Ring
2. Shaft
3. Snap Ring
4. Oil Seal
1. Remove oil seal (4, Figure 4-13) from damper

cover (1).
2. Remove snap ring (2) and snap ring (3).
FIGURE 4-15. OIL SEAL REMOVAL

1. Oil Seal
2. Damper Cover
4. Turn the cover over and remove oil seal (1,

Figure 4-15).
C4-10
Engine
03/09 C04031

1. Press
2. Bearing Tool A
5. Use a press and bearing tool A to press bearings (2, Figure 4-18) and spacer (3) from the
cover. Do not use excessive force when removing the bearings.
FIGURE 4-18. ADAPTER CROSS SECTION

1. Oil Seal**
2. Bearing(s)**
3. Spacer**
4. Breather**
5. Flange(s)*
6. Inner Body*
7. Rubber - Large*
8. Rubber - Small*
9. Outer Body*
10. Cap Screw - Cover
11. Cap Screw - Flange*
12. Plug(s)**
13. Output Shaft**
14. Cap Screw - Outer body
* Damper Assembly Components

**Cover Assembly Components
6. With the damper positioned as shown in

Figure 4-17, remove snap ring (2) and cap (1).
FIGURE 4-17. CAP REMOVAL

1. Cap
C04031 03/09
2. Snap Ring
Engine
C4-11
9. Remove inner body (4) from outer body (3).

NOTE: Spacer (5) is not serviced separately. If either
the inner body or the spacer must be replaced, they
must be replaced as an assembly.
FIGURE 4-19. FLANGE REMOVAL

1. Cap Screw
2. Flange
7. Remove cap screws (1, Figure 4-19) from

flange (2). Separate the flange from the assembly.
FIGURE 4-21. FLANGE REMOVAL

1. Flange
2. Cap Screw
10. If necessary, remove flange (1, Figure 4-21).

Remove cap screws (2) and separate the flange
from the outer body.

1. Clean and inspect all drive line adapter components.
2. Replace any worn or damaged parts. Refer to
Figure 4-22 for wear limit specifications.
FIGURE 4-20. RUBBER REMOVAL

1. Large Rubber Damper
2. Small Rubber Damper
3. Outer Body
4. Inner Body
5. Spacer
8. Remove rubber dampers (1, Figure 4-20) and

rubber dampers (2) from outer body (3).
C4-12
Engine
03/09 C04031
FIGURE 4-22. WEAR

LIMITS
No.
Check Item
Criteria (Unit: mm)
Clearance between bearing

and shaft
Tolerance
Remedy
Shaft
Hole
Standard
Clearance
Clearance
Limit
120
+0.018
+0.003
0.000
-0.020
-0.038~
-0.003
Nominal Size
Replace
Clearance between bearing

and housing
215
0
-0.03
-0.008
-0.037
-0.037~
0.0
0.025
Clearance between inner body

and shaft
120
+0.018
+0.003
+0.077
+0.047
-0.029~
0.074
0.1
Wear of coupling surface contacting with oil seal
Wear of spacer surface contacting with oil seal

Backlash of spline
between inner body
and shaft
Standard Backlash
Backlash Limit
0.080 ~ 0.243
0.4
Backlash of spline
between coupling
and shaft
Standard Backlash
Backlash Limit
0.080 ~ 0.246
0.4
Size
Deformation of
rubber cushion
Large
Nominal Size
Tolerance
Repair Limit
170
0 - 0.100
-0.160
180
0 - 0.100
-0.160
Smallest Dimension: L
Original Dimension: L0
L0
Repair Limit (L)
110
99
90
81
Replace
Replace
Replace
Small
External
C04031 03/09
Repair by
Rechroming or
Replace
No Cracks
Engine
C4-13
Assembly
NOTE: Bearing removal and installation tools allow
for easier disassembly and assembly of the driveline
adapter. The tools can be fabricated locally.
Manufacturing details are shown in Bearing Tools
located later in this chapter.
FIGURE 4-24. DAMPER GREASE

1. Outer Body
2. Small Rubber Damper
3. Inner Body
FIGURE 4-23. OUTER BODY ASSEMBLY

1. Outer Body
2. Dowel Pin
1. If removed, install dowel pins (1, Figure 4-23) to

outer body (1).
6. Install the rubber dampers as illustrated in

Figure 4-24. Distribute the remaining grease to
grease area (5). Divide the grease evenly
among each damper chamber.
2. If flange (1, Figure 4-21) was removed, apply

Komatsu sealant (p/n 09940-00011 or 0992000150) to the mating surfaces of the flange and
the outer body.
7. Thoroughly clean any remaining grease from

the outer body mating surface.
3. Align the dowel pins on the body with the holes

in flange (1). Place the flange into position on
the body. Install cap screws (2) and the washers. Tighten the cap screws to 177 19 Nm
(130 15 lb ft).
8. Apply a thin layer of Komatsu sealant (p/n

09940-00011 or 09920-00150) to the mating
surface of flange (2, Figure 4-19) and the outer
body.
9. Install cap screws (1) and the washers that
secure the flange to the outer body. Tighten the
cap screws to 177 19 Nm (130 15 lb ft).
4. Place inner body (3, Figure 4-24) into position

in the outer body.
5. Measure 700 cc (23 oz) of Komatsu grease (p/n
427-12-11871) and separate into a container.
Use this supply of grease to lubricate the inner
surface of outer body (1), the outer surfaces of
inner body (3), and to all surfaces of rubber
dampers (2 & 4).
C4-14
4. Large Rubber Damper

5. Grease Area (shaded)
10. Turn over the assembly and fill the opening of

the inner body with 100 cc (3.8 oz.) of Komatsu
grease (p/n 427-12-11871).
11. Install cap (1, Figure 4-17) and snap-ring (2).
Engine
03/09 C04031
18. Turn the cover over on the press stand.

19. Apply Loctite 648 to the outer surface of oil
seal (1, Figure 4-26). Install the seal into
damper cover (4) using a press and bearing tool
C.
FIGURE 4-26. GREASE AREA
FIGURE 4-25. BEARING INSTALLATION

1. Bearing Tool A
2. Cover
3. Bearing Tool B
4. Bearing
1. Oil Seal
2. Grease Area
12. Set bearing tool B on a press stand. Lift the

damper cover onto the tool as shown in
Figure 4-25. Verify that the tool and cover are
flat against the surface of the press stand.
3. Bearing
4. Cover
20. Fill grease area (2), between oil seal (1) and
bearing (3), with 260 cc (9 oz) of Komatsu
grease (p/n 427-12-11871). Apply a small
amount of the grease to the lip of the oil seal.
13. Apply Loctite 648 to the outside circumference of bearing (4). Press the bearing into
damper cover (2) using bearing tool A (1).
Press the bearing until it is seated against the
bottom shoulder of the cover.
21. Clean any grease from the inner circumference

of the bearing surfaces and the outer circumferences of output shaft (1, Figure 4-27).
14. Fill the bearing (4) with 65 cc (2.2 oz.) of Komatsu grease (p/n 427-12-11871)
22. Spray a dry type molybdenum disulfide lubricant

such as Dow Corning 321 on the splines of
the output shaft that mate with the inner body.
Allow the lubricant to properly dry.
15. Place spacer (17, Figure 4-9) into position on

the inner diameter of the bearing that was
installed in the previous step.
23. Apply Loctite 648 to the inner circumference

of the bearing surfaces.
16. Apply Loctite 648 to the outside circumference of bearing (16). Press the bearing into the
cover against spacer (17).
17. Fill the bearing (16) with 65 cc (2.2 oz.) of Komatsu grease (p/n 427-12-11871)
C04031 03/09
Engine
C4-15
26. Install snap ring (2, Figure 4-13) and snap ring
(3).
27. Apply Loctite 648 to the outer surface of oil
seal (4).
28. Install the oil seal into the cover using a press
and bearing tool D.
29. Fill the area between the oil seal and the
inboard bearing with 160 cc (5.5 oz) of Komatsu
grease (p/n 427-12-11871).
FIGURE 4-27. SHAFT INSTALLATION

1. Output Shaft
2. Bearing Tool A
24. Place bearing tool A below the inboard bearing

to support the assembly as shown in Figure 427.
25. Press output shaft (1) into the cover assembly
until the shaft is seated against the outboard
bearing.
Do not allow the shaft to come in contact with
the oil seal.
Rotate the damper cover slowly while press fitting the shaft to prevent the lip of the seal from
turning downward.
C4-16
Engine
03/09 C04031
FIGURE 4-28. GREASE MAP
C04031 03/09
Engine
C4-17
Installation
NOTE: Refer to Figure 4-9 during assembly of the
drive line adapter.
1. Attach a sling and lifting device to damper
assembly (1, Figure 4-12). The weight of the
assembly is approximately 151 kg (333 lb). Lift
the damper onto the flywheel.
2. Apply Komatsu sealant (p/n 09940-00030) to
cap screws (24, Figure 4-9). Install and tighten
to 260 25 Nm (192 15 lb ft).
3. Apply a thin layer of Komatsu sealant to mating
surfaces of cover (19, Figure 4-9).
4. Install lifting device to damper cover. The
weight of the cover is approximately 140 kg
(308 lb). Install guide bolts to aid in cover installation. Lift the cover onto the assembly. Position
the cover so that breather (2, Figure 4-9) is in
the 12 oclock position. Install cap screws (28).
Remove the guide bolts. Tighten the cap
screws in a criss-cross pattern to 111 10 Nm
(81 7 lb ft).
FIGURE 4-29. GREASE PLUGS

1. Damper Cover
2. Grease Plug
5. Remove three grease plugs (2, Figure 4-29) on

damper cover (1). Add Komatsu grease (p/n
427-12-11871) through the plug hole below the
output shaft in the 6 oclock position. Fill with
grease until the grease is level with the two
open plug holes at the top of the output shaft.
3. Coupling
Check the grease level every 500 hours to ensure

the bearings are properly lubricated.
6. Add 150 cc (5 oz) of Komatsu grease (p/n 42712-11871) to the inside of coupling (3). Install
the coupling onto the output shaft.
7. Install drive shaft (1, Figure 4-10). Refer to Section F, Drive Shafts for instructions on installing
the drive shaft.
C4-18
Engine
03/09 C04031
Bearing Tools
FIGURE 4-30. BEARING TOOL A (88J-D562-212)
FIGURE 4-31. BEARING TOOL B (88J-D562-211)
C04031 03/09
Engine
C4-19
FIGURE 4-32. BEARING TOOL C
FIGURE 4-33. BEARING TOOL D
C4-20
Engine
03/09 C04031
SECTION C5
AIR FILTRATION SYSTEM
INDEX
AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3

AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
General Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
FILTER SERVICE INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
MAIN FILTER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
SAFETY FILTER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
MAIN FILTER CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6
PRECLEANER CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
AIR INTAKE GUIDELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-8
AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-9
C05014 07/10
Air Filtration System
C5-1
NOTES
C5-2
07/10 C05014
AIR FILTRATION SYSTEM

AIR CLEANER
General Maintenance
Operation
The air cleaners are mounted on the uprights on
each side of the radiator. Intake air, required by the
engine, enters through the air cleaners. The air
cleaners discharge heavy particles of dust and dirt
using centrifugal action. Finer particles are removed
by passing air through filter cartridges.
The engines demand for air creates a vacuum in the
air cleaners. This causes outside air to be drawn in
through the air inlets on the air cleaners. Dirty air
entering the cleaners is drawn through a series of
tubes that are designed to produce a cyclonic action.
As the air passes through the outer portion of the
tubes, the circular motion causes dust and dirt particles to be thrown from the air stream into the dust
collector cups. At the same time, the air stream turns
and is directed up through the center of the tubes into
another chamber. Here the air passes through the
main filter element and safety filter element. The air
then flows out of the clean air outlet to the engine air
intake system.
The engine must be off before servicing the air

cleaner assemblies or opening the air intake system.
1. Inspect the dust collector cups at regular, daily
intervals. Do not allow the dust level to build up
to the Donaclone tube chamber.
2. Monitor the filter service indicators, mounted in
the cab overhead panel, during truck operation.
Check the indicators each time the engine is
shut off. If the red area is still indicated with the
engine off, filter service is required.
The filter must be changed when the vacuum
shown on the gauge is between 5 - 6.2 kPa (20
- 25 in. of H2O) vacuum.
Refer to the following pages for maintenance
and cleaning instructions.
3. After filter service, reset the service indicators
by pushing down on the button located on top of
each indicator.
4. Check the air inlets for obstructions or damage.
5. Check all connections between the air cleaner
outlets and the engine intake manifold. Connections must be tight and completely sealed.
6. Check all air cleaner housing cap screws to
ensure they are properly tightened.
FIGURE 5-1. AIR CLEANER

1. Dust Collector
3. Air Intake Cover
2. Precleaner Section
4. Element Section
C05014 07/10
C5-3
FIGURE 5-2. TYPICAL AIR CLEANER ASSEMBLY

1. Dust Cup
2. Dust Cap Gasket
3. Donaclone Tube
4. Unfiltered Air Inlet
5. Wing Nut
C5-4
6. Wing Nut Gasket

7. Safety Element Indicator Nut
8. End Cover
9. Safety Filter Element
10. Main Filter Element
11. Main Element Gasket

12. Clean Air Outlet
13. Pre-Cleaner Gasket
14. Safety Filter Element Gasket
07/10 C05014
FILTER SERVICE INDICATOR
SAFETY FILTER ELEMENT
Filter restriction is metered by the service indicators

located in the overhead panel inside the cab. As the
filters accumulate dirt, vacuum in the air intake system increases. The engines demand for air will
cause the indicator float to rise due to the increase in
vacuum. As dirt buildup continues, the indicators
continue to rise toward the red area inside the indicator. With the engine off and the indicator still showing
red, filter service is required.
Removal
Keep new safety (secondary) filter elements in

stock for replacement. DO NOT clean the safety
element. Discard the used element and replace
with a new one.
DO NOT keep the intake system open to the
atmosphere for excessive lengths of time.
MAIN FILTER ELEMENT

Removal
Remove and inspect the main filter element as outlined below.
1. Shut the engine off. Clean any dirt and dust off
the exterior of the air cleaner.
2. Loosen wing nut (5, Figure 5-2) on the air
cleaner and remove cover (8). Remove main
element (10) from the assembly.
3. Inspect the filter element carefully for possible
damage, holes, breaks, etc., which might effect
reuse of the element. If the element appears
serviceable, proceed with cleaning. If defects
are found in the filter element, remove wing nut
(5). Reuse the wing nut on the new filter element.
4. Check safety filter element nut (7). If the solid
red area is showing, safety filter service is
required. Refer to Safety Filter Element.
Installation
1. If the filter element is being reused, ensure the
main element gasket (11) is not damaged. The
gasket must seal completely.
The function of the safety filter is to increase overall

reliability and engine protection. If the safety element
indicator is red, the element is clogged, and must be
discarded. Replace the filter with a new one.
1. Shut the engine off. Clean the dirt and dust from
the element end cover.
2. Remove main element (10, Figure 5-2) as outlined in Main Filter Element - Removal.
3. Remove indicator nut (7) holding the safety element in place. Remove safety element (9).
Inspect gasket (14) and replace if necessary.
4. Remove any dust lodged in the clean air outlet
and around the element sealing surface.
Installation
1. Install the safety element and secure in place
with a new safety element indicating nut (7).
2. Reset the indicator from red to green by gently
blowing air through the threaded hole from the
gasket end of the indicator wing nut. Tighten the
wing nut to 13 Nm (10 lb ft).
3. Install main element (10, Figure 5-2) as outlined
in Main Filter Element - Installation.
2. Install a new or cleaned main filter element into

the air cleaner. Install the cover and secure with
the wing nut and gasket. Tighten the wing nut
hand tight. DO NOT use a wrench or pliers.
C05014 07/10
C5-5
MAIN FILTER CLEANING

After inspection, determine the condition of the filter
element. If the element may be reused, choose either
the "washing" or "compressed air" method for cleaning the filter element. If washing the element, refer to
Step 1. If using compressed air, refer to Step 2.
2. Clean dust loaded elements with dry filtered

compressed air:
NOTE: Washing is best when an element is loaded

with carbon, soot, oil or dust.
a. Maximum nozzle pressure must not exceed

207 kPa (30 psi). Nozzle distance from the
filter element surface must be at least 25 mm
(1 in.) to prevent damage to the filter material.
1. Wash elements with water and liquid detergent.

A 50/50 solution of Oakite 202 and warm water
may be used.
b. As shown in Figure 5-4, direct a stream of air

from the nozzle against the inside of the filter
element. This is the clean air side of the element and air flow must be opposite of normal
air flow.
a. Soak the element in a solution of liquid detergent and water for 15 to 30 minutes. Rotate
the element back and forth in the solution to
free the dirt deposits. DO NOT soak elements for more than 24 hours.
b. Rinse the element with a stream of fresh
water from the inside to the outside. Rinse
until the exit water appears clear. Maximum
permissible water pressure is 276 kPa (40
psi). A complete, thorough rinse is essential.
c. Dry the element thoroughly. If heated air is
used, the maximum temperature must not
exceed 60C (140F) and the air must be circulated, continually. DO NOT use a light bulb
for drying filter elements.
d. After cleaning the element, inspect thoroughly for ruptures and gasket damage. A
good method to detect paper ruptures is to
place a light inside the filter element as
shown in Figure 5-3. Inspect the outer surface of the filter element.
FIGURE 5-4. CLEANING FILTER ELEMENT WITH

COMPRESSED AIR
c. Move air flow up and down vertically with the

pleats in the filter material while slowly rotating the filter element.
d. When cleaning is complete, inspect the filter
element as shown in Figure 5-3. If holes or
ruptures are observed, replace the element
with a new element.
FIGURE 5-3. FILTER ELEMENT INSPECTION
C5-6
07/10 C05014
PRECLEANER CLEANING
Clean the Donaclone tubes in the precleaner section
of the air cleaner at least once annually. More frequent cleaning may be necessary depending upon
operating conditions and local environment. The
tubes must also be cleaned at each engine overhaul.
To inspect the tubes in the precleaner section,
remove the main filter element. DO NOT remove the
safety element. Loosen the clamps and remove the
dust collector cup. Use a light to inspect the tubes. All
tubes must be clear and the light visible.
Clean the Donaclone tubes as follows if clogging is
evident.
Both the main element and safety element must

be installed in the air cleaner during Steps 1 and
2. The presence of the elements prevents dirt
from being forced into the engine intake.
1. Install the main filter element if removed. Refer

to Main Filter Element - Installation.
2. Use a stiff fiber brush to clean dust buildup, as
shown in Figure 5-5. DO NOT use a wire brush.
Dust may also be cleaned effectively using
compressed air.
3. Soak and wash the tubes if buildup is excessive
in the precleaner section. Proceed to the next
step for cleaning instructions.
FIGURE 5-5. CLEANING DONACLONE TUBES
7. Loosen the clamps and remove dust cup (1,

Figure 5-2) from the precleaner section. Wash
the dust cup with a water and liquid soap solution.
8. Submerge the precleaner section in a solution
of Donaldson D-1400 and warm water. Mix the
solution according to the package directions.
Soak for 30 minutes, and remove from the solution. Rinse thoroughly with fresh water and blow
dry.
NOTE: The precleaner section may be separated

from the air cleaner assembly without removing the
complete air cleaner from the truck.
4. Remove air intake cover (3, Figure 5-1).
5. Remove the cap screws and lock nuts holding
the precleaner section to the cleaner assembly.
6. Remove the main filter element. The safety element must remain in place to protect the engine
intake.
FIGURE 5-6. WASHING AND SOAKING OF PRECLEANER SECTION
C05014 07/10
C5-7
AIR INTAKE GUIDELINES

Severe plugging may require the use of an
Oakite 202 and water solution. Create the solution with 50% Oakite 202 and 50% fresh water.
Soak the precleaner section for 30 minutes.
Rinse clean with fresh water and blow dry, completely.
9. Check precleaner gaskets (13) carefully for any
evidence of air leaks. Replace all suspect gaskets.
10. Install the precleaner section and gasket onto
the air cleaner assembly. Install all mounting
hardware that was removed. Tighten the hardware to standard torque.
11. Install dust cup (1) and gasket (2) onto the precleaner section. Secure the cup with the mounting clamps.
When installing air intake hoses and tubes, it is crucial to properly align and clamp the intake hoses to
achieve proper sealing.
Installation
1. Loosely install the hangers for the air intake
tubes.
2. Position the air cleaner flex hose and clamps as
shown in Figure 5-7. Position the engine flex
hose and clamps as shown in Figure 5-8. The
engine side of flex hose (4) is secured with one
clamp. The air cleaner side is secured with two
clamps.
3. Check the tubes being joined. Align the tubes to
prevent stretching of the hoses.
4. Tighten the hangers as necessary to support
the intake tubes in proper alignment. Ensure the
hoses are still properly installed.
5. Position the clamping bolts on adjacent clamps
180 apart, as shown in Figure 5-9.
6. Tighten each clamp to 8.5 0.6 Nm (70 5
in.lb). Verify the clamps are perpendicular to
the tube as shown in Figure 5-10. If the clamps
are not perpendicular to the tube, the hose may
not seal properly and allow dirt intrusion.
FIGURE 5-7. CUTAWAY OF AIR CLEANER

HUMP HOSE
1. Air Cleaner Housing
2. Clamp
3. Rolled Bead
C5-8
4. Hump Hose
5. Intake Tube
07/10 C05014
FIGURE 5-10. CLAMP POSITIONING

FIGURE 5-8. FLEX HOSE POSITIONING
1. Intake Tube
2. Engine Intake
NOTE: Tier 1 trucks are equipped with an elbow at

this joint as shown above. Tier 2 trucks are
equipped with a straight hose. The dimensions are
the same for both styles.
AIR INTAKE TROUBLESHOOTING

To ensure maximum engine protection, check all
connections between the air cleaners and engine
intake. The connections must be tight and positively
sealed. If air leaks are suspected, check the following:
1. Check 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 the air cleaner assembly for structural
damage. Look for cracks, breaks or other
defects which could allow air leakage. Check all
mounting hardware for proper tightening.
FIGURE 5-9. CLAMP ROTATION
C05014 07/10
C5-9
NOTES
C5-10
07/10 C05014
SECTION C7
FAN CLUTCH
INDEX
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3

REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3
FAN CLUTCH - DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-16
ASSEMBLY - FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20
TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-34
C07002
Fan Clutch
C7-1
NOTES
C7-2
Fan Clutch
C07002
FAN CLUTCH
REMOVAL & INSTALLATION TOOLING
TOOL A - FRONT SLEEVE BEARING INSTALLER
TOOL B - REAR SLEEVE BEARING INSTALLER
C07002
Fan Clutch
C7-3
TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER
TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER;

BEARING REMOVER; ASSEMBLY PUSHER TOOL
C7-4
Fan Clutch
C07002
TOOL E - BEARING INSTALLER
TOOL F - BEARING INSTALLER (LARGE)
C07002
Fan Clutch
C7-5
FAN CLUTCH - DISASSEMBLY
FIGURE 7-1. FAN CLUTCH EXPLODED VIEW

1. Orifice Fitting
2. Dowel Pin (Rear)
3. Pitot Tube
4. Wear Sleeve
5. Retainer/Seal Assembly
6. Shaft Assembly
7. Nameplate Kit
8. Washer
9. Bolt
10. Oil Seal
11. Bearing Retainer (rear)
12. Bearing Spacer (External Snapring)
13. O-Ring Seal
14. Main Bearing (rear)
15. Internal Snapring
C7-6
16. External Snapring (spacer)

17. Sealring (Hook type)
18. Bolt
19. Washer
20. Pulley
21. Pulley Adapter
22. Sealring (large)
23. Piston
24. Sealring (small)
25. Spring Washer
26. Shim
27. External Snapring
29. Clutch Hub
30. Facing Plate
Fan Clutch
31. Steel Clutch Plate

33. Main Bearing (front)
34. O-Ring Seal
35. Bearing Retainer (front)
36. Oil Seal
37. Washer
38. Bolt
39. Wear Sleeve
41. Sleeve Bearing (rear, short)
42. Fan Mounting Hub Assembly
43. Dowel Pin (Front)
44. Sleeve Bearing (front, long)
45. End Cap
C07002
3. Pitot Tube
4.Wear Sleeve
6. Shaft Assembly
8. Washer
9. Bolt
10. Oil Seal
11. Bearing Retainer
13. O-Ring Seal
14. Main Bearing
C07002
FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical)

29. Clutch Hub
17. Sealring (Hook type) 30. Facing Plate
20. Pulley
31. Steel Clutch Plate
22. Sealring (large)
23. Piston
33. Main Bearing
24. Sealring (small)
34. O-Ring Seal
25. Spring Washer
35. Bearing Retainer
26. Shim
36. Oil Seal
37. Washer
Fan Clutch
38. Bolt
39. Wear Sleeve
41. Sleeve Bearing
(rear, short)
42. Fan Mounting Hub
Assembly
44. Sleeve Bearing
(front, long)
45. End Cap
C7-7
FIGURE 7-4.
FIGURE 7-2.
1. Support the fan clutch on a bench with fan
mounting hub (42) facing upward. Support the
assembly beneath the pulley. Remove bolts
(38) and washers (37).
FIGURE 7-5.
FIGURE 7-3.
2. Install lifting eyes, and attach a hoist and chains
to front bearing retainer (35). Use a small
screwdriver to separate the front bearing
retainer from pulley adapter (21), and set it
aside on a bench.
C7-8
3. Remove O-Ring seal (34).
Fan Clutch
4. Position the bearing retainer and hub assembly

on the bench with clutch hub (29) up. Remove
external snap ring (28).
C07002
FIGURE 7-8.
FIGURE 7-6.
7. Remove front oil seal (36).
5. Remove clutch hub (29).
FIGURE 7-9.
FIGURE 7-7.
8. Remove internal snap ring (32).
6. Position the sub-assembly beneath the ram of a
press. Support the assembly beneath the bearing retainer as close as possible to fan mounting hub (42). Press the fan mounting hub out of
the front bearing using tooling (B).
C07002
Fan Clutch
C7-9
FIGURE 7-10.
FIGURE 7-12.
9. Turn bearing retainer (35) over on the press

bed. Press front bearing (33) out of the bearing
retainer using tooling (D).
11. Remove front retainer/seal assembly (40).

Wedge a large chisel or other appropriate tool
behind the retainer to force it off fan mounting
hub (42).
FIGURE 7-13.
FIGURE 7-11.
10. Support beneath the fan mounting hub with end
cap (45) down, but approximately 2 in. (50 mm)
above the press bed. Using a solid steel bar or
equivalent, press the end cap from the fan
mounting hub.
C7-10
Use a chisel to make three indentations in wear

sleeve (39) in order to loosen the sleeve. The indentations should be approximately 120 apart from one
another. Remove the wear sleeve.
Use caution when using the chisel. Do not cut
through the sleeve. Damage to the shaft can
cause future leaks.
Fan Clutch
C07002
FIGURE 7-14.
12. Inspect sleeve bearing (44) and sleeve bearing
(41). Compare the color of each bearing to the
chart below. The lighter the appearance of the
bearing, the more worn it is. If either bearing
needs replacing, proceed to the next step. If the
bearings are in good condition, skip the next
step.
FIGURE 7-16.
14. Remove the stack of facing plates (30) and
steel clutch plates (31) from inside the pulley.
FIGURE 7-17.
FIGURE 7-15.
13. Position tooling (C) against sleeve bearing (41).
Press the front sleeve bearing downward to
press it out of the fan mounting hub. Rear
sleeve bearing (44) will be pressed out simultaneously.
C07002
15. Remove external snap ring (27), shim (26), and

spring washer (25).
Fan Clutch
C7-11
FIGURE 7-20.
FIGURE 7-18.
16. Attach wire lifting hooks to piston (23). Use the
lifting hooks to pull the piston from pulley
adapter (21).
18. Support beneath the pulley to prevent it from

dropping to the bench. Remove bolts (9) with
lockwashers (8).
FIGURE 7-19.
FIGURE 7-21.
17. Remove seal rings (22 & 24) from the piston.
19. Install lifting eyebolts to the shaft and bearing
retainer assembly. Use a suitable lifting device
to lift the assembly from the pulley. Remove Oring seal (13).
NOTE: It may be necessary to use a soft rubber
mallet to separate the shaft and bearing retainer from
the pulley.
C7-12
Fan Clutch
C07002
FIGURE 7-22.
20. Position the shaft as shown. Insert a phillipshead screwdriver into pitot tubes (3) to loosen
and remove them from the shaft. Rotate the
pitot tube until the sealant holding it tight is broken loose. Then, grip the pitot tube with a pair of
pliers, and gently tap on the pliers to remove the
pitot tubes from the hole in the shaft.
FIGURE 7-24.
22. Remove external snap ring (16).
FIGURE 7-23.
21. Remove both seal rings (17).
C07002
FIGURE 7-25.
23. Remove internal snap ring (15).
Fan Clutch
C7-13
FIGURE 7-28.
26. Use tooling (E) to press rear bearing (14) out of

rear bearing retainer (11).
FIGURE 7-26.
24. Support the bearing retainer as close as possible to the bearing bore. Use care not to damage
the retainer/seal assembly. Press the shaft out
of bearing (14) using tooling (E).
FIGURE 7-29.
FIGURE 7-27.
25. Remove oil seal (10) from bearing retainer (11).
C7-14
27. Use a chisel to make three indentations in wear

sleeve (4). The indentations should be approximately 120 apart from one another. Remove
the wear sleeve. Use caution when using the
chisel. Damage to the shaft can cause future
leaks.
Fan Clutch
C07002
FIGURE 7-30.
28. Remove rear retainer/seal assembly (5). Drive

the assembly off the shaft or wedge a large
chisel or other appropriate tool behind the
retainer to force it off.
C07002
Fan Clutch
C7-15
CLEANING AND INSPECTION

Thoroughly clean all components before inspection.
Check each of the following components, and follow the guidelines for reuse.
Ball bearings - Replace at time of rebuild.
Internal snaprings - Must not be damaged or worn. Must be flat and have square edges at outer diameter.
External snaprings - Must not be damaged or worn. Must be flat and have square edges at inner diameter.
Sealrings - Replace during rebuild.
Oil seals - Replace during rebuild.
Bolts & washers - Reuse unless damaged or worn.
Retainer/Seal assemblies - Replace if damaged or worn.
Wear sleeves - Replace during rebuild.
Sleeve bearings - Inspect color of surface. Refer to Figure 7-14.
FIGURE 7-31. SHAFT ASSEMBLY WEAR DIMENSIONS
1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions.
NOTE: Some shafts were manufactured as two-piece assemblies. Do Not attempt to separate the shaft assembly.
2. Inspect and clean pitot tube holes in the shaft. Use a standard reamer, straight flute 0.3770 in. diameter.
Remove pipe plugs in the shaft for cleaning and reinstall using Loctite Primer N and #242.
C7-16
Fan Clutch
C07002
FIGURE 7-32.
3. Check pulley and adapter dimensions.
FIGURE 7-34.
5. Check piston (23) dimensions.
FIGURE 7-33.
4. Check rear bearing retainer (11) dimensions.
C07002
Fan Clutch
C7-17
FIGURE 7-35. PISTON REWORK

(For earlier pistons with the drilled orifice.)
6. Check the piston for a drilled orifice at the inside

face. If the piston contains the orifice, modify
the piston as shown in Figure 7-35.
7. Inspect clutch hub (29) for wear. Wear marks
that may be present on the teeth must not
restrict plate movement. If they have smooth
entry and exit ramps, the notches will not
restrict plate movement and the clutch hub may
be reused.
8. Check steel plates (31) for wear. The plates
must be smooth and free of grooves or heat
related damage. The plates are 0.121 in. minimum thickness (new) and must be flat within
0.005 in.
9. Inspect facing plates (30). New minimum thickness for facing plates is 0.109 in. Grooves are
0.006 in. deep. The plates must be flat within
0.005 in. Check teeth for excessive wear. When
new, the space between the teeth is approximately 0.280 in.
FIGURE 7-36.
10. Inspect fan mounting hub (42).
C7-18
Fan Clutch
C07002
FIGURE 7-37.
11. Inspect front bearing retainer (35).

12. Inspect end cap (45) for any wear or raised
nicks.
C07002
Fan Clutch
C7-19
ASSEMBLY - FAN CLUTCH

NOTE: The fan clutch is reassembled using Loctite
(or equivalent) sealants. Follow manufacturer's
recommendations regarding minimum cure time to
prevent oil from washing the sealant from the sealing
surfaces.
1. Place end cap (45) in a freezer or on dry ice to

prepare for installation in the following steps.
FIGURE 7-39.
2. If removed, install dowel pin (43) into fan

mounting hub assembly (42). Refer to Figure 738. Press the pin into the hub leaving 0.090 in.
(2.3 mm) exposed.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-38 and 7-39.
FIGURE 7-38.
C7-20
Fan Clutch
C07002
FIGURE 7-40.
FIGURE 7-42.
4. Turn the hub over on the bed of the press.
Again using tooling (B), press rear sleeve bearing (41) into the fan mounting hub until the tool
contacts the shoulder of the hub.
FIGURE 7-41.
3. Using tooling (A), press front (long) sleeve

bearing (44) into the fan mounting hub until the
tool contacts the shoulder of the hub. Ensure
the correct bearing is installed. There are two
sleeve bearings, and each one must be
installed in the proper area of the hub to ensure
the lube passage is not restricted. Refer to Figure 7-40.
C07002
Fan Clutch
C7-21
FIGURE 7-44.
FIGURE 7-43.
5. Press front retainer/seal assembly (40) onto the
fan mounting hub (42) using tooling (D). The
inner race of the retainer should be recessed
0.040 in. (1.0 mm) below the shoulder.
Check carefully to insure the retainer/seal
assembly is installed straight, and not bent or
damaged in any way which will cause interference between it and the bearing retainer after
assembly.
Front
wear
sleeve
(39)
is
NOT
interchangeable with rear (notched) wear
sleeve (4). The ID of the front wear sleeve is
color coded red.
Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from
occurring.
Use extreme care when handling the wear
sleeve. The slightest nicks or scratches may
cause leakage.
FIGURE 7-45.
6. Coat the I.D. of front wear sleeve (39), and the

wear sleeve diameter of the shaft with Loctite
Primer N and #242 (or equivalent). Using tooling (D), press the wear sleeve onto the shaft,
flush with the shoulder.
NOTE: Some fan hubs may have a small hole on the

wear sleeve mounting journal. This hole is not used
and will be covered by the wear sleeve.
C7-22
Fan Clutch
C07002
FIGURE 7-46.
FIGURE 7-48.
7. Coat the bore of the fan mounting hub (42) with

a thin coating of Loctite Primer N and #242.
9. Install internal snap ring (32).
Remove frozen end cap (45) from the freezer.

Do not apply Loctite to the end cap. Press the
end cap into the hub until the cap bottoms out.
FIGURE 7-47.
FIGURE 7-49.
8. Apply Loctite Primer N and #609 to the mating
surfaces of front bearing (33) and front bearing
retainer (35). Place the bearing into position on
the retainer with the notch for the bearing pin
facing downward.
Press the front bearing into the bearing retainer
using tooling (E) or equivalent. Press ONLY on
the outer race of the bearing until it seats at the
bottom of the bore.
C07002
10. Turn the retainer over on the press bed. Coat

the O.D. of front oil seal (36) and mating surface
on the bearing retainer with Loctite Primer N
and #242 (or equivalent). Use tooling (E) to
press the oil seal into the front bearing retainer,
flush with the front face. Ensure the lip of the
seal is dry. Wipe any excess Loctite from the
seal area and remove any rubber strings from
the seal.
Fan Clutch
C7-23
FIGURE 7-50.
11. Coat the bearing I.D.and the fan mounting hub
bearing journal with Loctite Primer N and #609
(or equivalent). Place the front bearing retainer
sub-assembly into position on the fan mounting
hub. (Ensure the notch in the bearing is aligned
with the bearing dowel pin.) Do not allow the
seal lip to come in contact with the Loctite.
Press the bearing onto the hub using tooling (D)
until it contacts the wear sleeve.
FIGURE 7-51.
12. Install clutch hub (29) on the fan mounting hub

assembly (42) with the open end down. (No
special timing is necessary.)
Wipe any lubricant or sealer from the seal

lip. The seal lip is teflon and must remain
dry for proper sealing to occur.
Spin the bearing retainer at least 25 revolutions
to ensure proper rotation of the bearing and to
burnish the seal.
FIGURE 7-52.
13. Install external snap ring (28) to hold the clutch
hub in place.
C7-24
Fan Clutch
C07002
FIGURE 7-53.
FIGURE 7-55.
15. Use tooling (D) to press the rear retainer/seal

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

assembly (6). Press the pin until 0.080 in. (2.0
mm) is left exposed above the surface.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-53 &7-54.
C07002
Fan Clutch
C7-25
FIGURE 7-57.
FIGURE 7-56.
17. Coat the OD of rear bearing (14) and the mating

surface of bearing retainer (11) with Loctite
Primer N and #609 or equivalent.
The end of the bearing with the notch is
installed first. Press the bearing into the bearing
retainer using tooling (F) or equivalent. Press
only on the outer race of the bearing, until the
bearing bottoms out in the bore.
Rear (notched) wear sleeve (4) is NOT

interchangeable with front wear sleeve (39).
The ID of the rear wear sleeve is color coded
blue.
Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from
occurring.
Use extreme care when handling the wear
sleeve. The slightest nicks or scratches may
cause leakage.
16. Coat the I.D. of the rear, (notched) wear sleeve
(4), and the wear sleeve diameter of the fan
mounting hub with Loctite Primer N and #242
(or equivalent). Locate the sleeve so the notch
in the sleeve will be aligned with the small lube
hole in the shoulder. Press the wear sleeve onto
the fan mounting hub, flush with the shoulder
using tooling (D).
C7-26
FIGURE 7-58.
18. Install internal snap ring (15).
Fan Clutch
C07002
FIGURE 7-59.
19. Some fan clutches were assembled with an external snapring that is used as a spacer between the bearing
and the oil seal. Newer models were assembled using a notched spacer. If an external snapring was used,
place the snapring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be
installed in a later step. Proceed to the following step.
FIGURE 7-60.
FIGURE 7-61.
20. Coat the O.D. of rear oil seal (10) with Loctite
Primer N and #242 (or equivalent). Use tooling
(E) or the equivalent to install the oil seal in the
rear bearing retainer, flush with the rear face.
Do not lubricate the seal. The seal is made of
teflon and must be installed dry.
C07002
21. If a bearing spacer is used instead of a snapring

as explained in Step 19, place the spacer into
position in the groove on shaft assembly (6).
Note the location of the spacer in Figure (7-61).
Fan Clutch
C7-27
FIGURE 7-62.
FIGURE 7-63.
22. Place the shaft sub-assembly on the press bed.

Coat the bearing I.D., and bearing journal on
the shaft with Loctite Primer N and #609 (or
equivalent).
23. Install external snap ring (16). Ensure the snapring is fully seated in the groove. It may be necessary to tap on the snapring with a screwdriver
to fully seat the snapring.
Carefully, lower the rear bearing retainer subassembly in place on the shaft. Do not allow the
seal lip to come in contact with the Loctite.
Ensure the notch in the bearing and the dowel
pin are aligned. If external snapring (16) was
installed in the bearing retainer, ensure the
opening is aligned with the dowel pin.
Press the bearing onto the shaft until it reaches
the shoulder of the wear sleeve. Wipe any
excess Loctite from the assembly.
Ensure the seal lip is dry. The seal must
remain dry for proper sealing.
Spin the bearing retainer approximately 25
times to burnish the teflon seal on the wear
sleeve. Check for abnormal sounds or other
indications of contact between the retainer/seal
assembly and the bearing retainer. If interference is found, remove the bearing retainer and
eliminate the point of interference.
FIGURE 7-64.
24. Be sure the pitot tube holes in the shaft are
clean and free of burrs and staking material, to
allow the pitot tubes to fit into the holes and seat
completely to the bottom. Apply a thin coating of
Loctite Primer N and #609 (or equivalent) on
the straight end of one pitot tube (3). Coat the
C7-28
Fan Clutch
C07002
tube to approximately 0.75 in. (20 mm) from the

end.
Push the pitot tubes to the bottom of the hole.
The outer end of the tube should be located well
within the pulley-locating shoulder of the bearing retainer. Rotate the tube so the open, bent
end faces in a counter-clockwise direction, and
is exactly parallel to the surface of the bearing
retainer. (A large phillips-head screwdriver
inserted in the end of the tube can be conveniently used as an alignment gage).
Install the second pitot tube in the same manner
as the first. Stake each pitot tube in three
places, (at the 9, 12, and 3 o'clock positions) to
prevent the tubes from rotating in operation.
FIGURE 7-66.
26. Install small seal ring (24) in the inside groove,

and large seal ring (22) in the outside groove of
piston (23). Lubricate the seal ring grooves with
an oil-soluble lubricant such as engine assembly grease before installation. Refer to the Figure 7-66 for proper orientation.
FIGURE 7-65.
25. Install both hook-type seal rings (17) in the

grooves in the shaft. Rotate the rings so the slits
in the rings are 180 apart from one another.
FIGURE 7-67.
27. Lubricate the external surfaces of seal rings (22

& 24) with an oil-soluble lubricant such as
engine assembly grease. Also, lubricate the
seal mating surfaces in the pulley adapter.
C07002
Fan Clutch
C7-29
28. Carefully, place the piston in the pulley.

Do Not push the piston in place!
Without pressing down on the piston, rotate it
slowly clockwise-counterclockwise until it falls
into place. (Forcing the piston will usually cause
the seal rings to be cut.)
FIGURE 7-69.
30. Install spring washer (25), shim (26), and spirolock ring (27). It will be necessary to press
downward to compress the spring washer, while
forcing the spirolock to properly seat in the
groove. The shim must then be centered on the
spring washer to prevent it from interfering with
the movement of the piston.
FIGURE 7-68.
29. Align the tangs of the piston for easy final

assembly of the fan clutch. Lift the front bearing
retainer sub-assembly in place on the pulley.
While doing so, the slots of the front bearing
retainer will engage the tangs of the piston, and
the retainer will rest against the pulley.
Then, rotate the bearing retainer (and piston)
until the bolt holes align in the bearing retainer
and pulley. Carefully, remove the bearing
retainer sub-assembly.
FIGURE 7-70.
31. Place the front bearing retainer sub-assembly
on the bench with the clutch hub up.
Install one steel clutch plate (31) in place in the
bearing retainer. Now dip a facing plate (30) in
new engine oil, allow the excess to drain off,
and place the plate on top of the steel plate.
Repeat this step until all 16 plates have been
installed.
C7-30
Fan Clutch
C07002
32. Turn the pulley adapter assembly over and

install two lifting eyes 180 apart. Install a
guide-bolt in one bolt hole of the pulley. Refer to
Figure 7-71.
Coat front O-Ring seal (34) with petroleum jelly
or an oil-soluble grease. Place the seal in the
groove in the pulley. The grease should secure
the seal in the groove during installation.
Carefully lower the pulley. Ensure the guide bolt
is aligned with a bolt hole in the bearing retainer
assembly and the O-ring seal is still securely in
place. Lower the pulley until it rests on the front
bearing retainer.
FIGURE 7-71.
FIGURE 7-73.
33. Install at least four bolts (38) with lockwashers
(37) and snug. Insert the bolts 90 apart.
FIGURE 7-72.
C07002
Fan Clutch
C7-31
FIGURE 7-76.
FIGURE 7-74.
36. Install bolts (9) with lockwashers (8), and torque

each one to 49-58 Nm (36-43 lb ft).
34. Lubricate O-Ring seal (13) with petroleum jelly

or an oil-soluble grease and install in the pulley
groove.
FIGURE 7-77.
FIGURE 7-75.
35. Lubricate the hook type sealrings (17) on the
shaft assembly. Carefully lower the shaft subassembly into the pulley bore and onto the pulley until the retainer rests on the pulley. Use
caution when lowering. Damage to the sleeve
bearings may result if the shaft is cocked during
installation.
C7-32
37. If removed, install orifice fitting (1) in the "oil in"

port of the bracket.
Fan Clutch
C07002
FIGURE 7-78.
38. Turn the assembly over on the bench. Install the remaining bolts (38) and lockwashers (37), and torque all to
49-58 Nm (36-43 lb ft).
C07002
Fan Clutch
C7-33
TEST PROCEDURE
1. The fan clutch should be fully locked up with 40 psi oil pressure supplied at the control pressure port.
2. Operate the fan clutch with 180 F (82 C) oil supplied to the oil in port for 2 hours. Manually engage and disengage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation while
the clutch is disengaged, but ensure the fan mounting hub is allowed to rotate freely while the clutch is
engaged.
The fan clutch rotation causes the pitot tubes to pump lubrication oil from inside the fan clutch,
maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in
the proper direction, internal pressures will become excessive, causing the oil seals to leak.
C7-34
Fan Clutch
C07002
SECTION D
ELECTRICAL SYSTEM
INDEX
BATTERIES AND STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-1
AUTOMATIC TRANSMISSION CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1
MACHINE MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-1
FAILURE CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-1
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D21-1
VHMS INITIALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-1
VHMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-1
D01043 05/11
Index
D1-1
NOTES
D1-2
Index
05/11 D01043
SECTION D2
BATTERIES AND STARTING SYSTEM
INDEX
BATTERIES AND STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
MAINTENANCE AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Electrolyte Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Other Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-4
ENGINE PRELUB SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Prelub System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Prelub Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
PRELUB CIRCUIT TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
CRANKING MOTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Armature Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Field Coil Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
D02036
Batteries And Starting System
D2-1
Solenoid Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16

Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Preliminary Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Interpreting The Results of The Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
MAGNETIC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Coil Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
D2-2
D02036
BATTERIES AND STARTING SYSTEM

BATTERIES
Electrolyte Levels
A 24VDC electrical system, generated by four 12 volt

batteries, supplies power for the starting system. The
batteries are wired in series and parallel. The four
batteries are a lead-acid type, each containing 6, 2volt cells. With the key switch ON and the engine off,
power is supplied by the batteries. When the engine
is on, electrical power is supplied by a 24 volt alternator. For information on the alternator, refer to the
charging system chapter later in this section.
Check the electrolyte level of each battery cell at the

interval specified in Section P, Lubrication and Service. Add water if necessary. The proper level to
maintain is 10-13 mm (0.38 - 0.5 in.) above the
plates. To ensure maximum battery life, use only distilled water or water recommended by the battery
manufacturer. After adding water in freezing weather,
operate the engine for at least 30 minutes to thoroughly mix the electrolyte.
The batteries function as an electrochemical device

for converting chemical energy into electrical energy.
This energy is required for operating the accessories
when the engine is off.
Excessive consumption of water indicates leakage or

overcharging. Normal water usage for a unit operating eight hours per day is approximately 30 - 60 ml (1
- 2 oz) per cell, per month. For heavy duty operation
(24 hour) normal consumption is approximately 30 60 ml (1 - 2 oz) per cell, per week. Any appreciable
increase over these figures is considered a sign that
a problem exists.
Lead-acid batteries contain sulfuric acid which

may cause burns and other serious injuries.
Wear protective gloves, aprons and eye protection when handling and servicing lead-acid batteries. See the precautions in Section A, Safety,
to ensure proper handling of batteries and to prevent accidents.
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
corrosion is normal in lead-acid batteries). Inspect
the case, covers and sealing compound for holes,
cracks or other signs of leakage. Check the tightness
of the battery hold down. Overtightening will crack
the battery, and under-tightening will allow vibration
to open the seams. A leaking battery must be
replaced.
MAINTENANCE AND SERVICE
Cleaning
To remove corrosion, clean the battery with water,
baking soda and a stiff, non-wire brush. Flush with
clean water. Do not allow the baking soda solution
into the battery cells.
DO NOT smoke or allow flame around a dead battery or during the recharging operation. The
expelled gas from a dead cell is extremely explosive.
D02036
Ensure the battery terminals are clean and tight.

Clean terminals are very important in a voltage regulated system. Corrosion creates resistance in the
charging circuit causing undercharging and gradual
starvation of the battery.
D2-3
Other Maintenance
Adding acid will be necessary if considerable electrolyte has been lost through spillage. Before adding
acid, ensure the battery is fully charged. This is
accomplished by putting the battery on a charger 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 fully charged. Additional
acid may now be added. Continue charging for
another hour and again check specific gravity.
Repeat the above procedure until all cells indicate a
specific gravity of 1.260-1.265 corrected to 27C
(80F).
If the temperature of the electrolyte is not reasonably
close to 27C (80F) when the specific gravity is
taken, the temperature must be adjusted to 27C
(80F):
For every 5C (10F) below 27C (80F), subtract
0.004 from the specific gravity reading.
For every 5C (10F) above 27C (80F), add
0.004 to the specific gravity reading.
Use 1.400 strength sulfuric acid when making specific gravity adjustments. Acid of higher strength will
attack the plates and separators before it has a
chance to diffuse into the solution.
Do not allow idle batteries to go unattended. If equipment is to go unused for more than two weeks,
remove the batteries and place in a cool, dry place.
Periodically check the batteries and charge as
needed. Remember, all lead-acid batteries discharge
when not in use. Self discharge takes place even
when the battery is not connected in a circuit. This
phenomenon is more pronounced in warm weather
than in cold.
D2-4
The rate of self-discharge of a battery kept at 38C

(100F) is about six times that of a battery kept at
19C (50F). Self-discharge of a battery kept at 27C
(80F) is about four times that of one at 50F (10C).
Over a thirty day period, the average self-discharge
is about 0.002 specific gravity per day at 27C
(80F).
To offset the results of self-discharge, boostercharge idle batteries at least once every thirty days.
Do not quick charge the batteries.
Idle batteries in a discharged state 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 normal rate).
An undercharged battery is extremely susceptible to
freezing when left idle in cold weather. The electrolyte of a battery in various stages of charge will start
to freeze at temperatures indicated in Table 1. The
temperatures in Table I 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. A fully charged battery is not
susceptible to freezing. Therefore, keeping the battery fully charged is especially important during winter weather.
TABLE 1.
Specific Gravity
Corrected to
80F (27C)
Freezing Temperature
Degrees
1.280
-70C (-90F)
1.250
-54C (-60F)
1.200
-27C (-16F)
1.150
-15C (+5F)
1.100
-7C (+19F)
D02036
The two most common problems that occur in the

charging system are undercharging and overcharging.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
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
A defective battery equalizer
Overcharging, which causes battery overheating, is

first indicated by excessive use of water. If allowed to
continue, cell covers will push up at the positive ends
and in extreme cases the battery container will
become distorted and cracked.
D02036
D2-5
ENGINE PRELUB SYSTEM

The engine is equipped with an pre-lubrication system designed to reduce wear that occurs during dry
starts.
The Prelub system automatically fills engine oil filters and oil passages prior to cranking at each
engine startup. The system also prevents startup if
oil pressure in the engine is insufficient.
The Prelub system includes:
Prelub pump
Timer solenoid
When the pressure in the engine cam oil rifle reaches

17 kPa (2.5 psi), the pressure switch contacts open,
disabling the circuit to the timer solenoid. The solenoid contacts for alternator power to the prelub pump
open, and current is directed to the magnetic
switches that control the cranking motor solenoids.
The cranking motors will then be activated and the
pinion gears will be engaged into the flywheel ring
gear. Normal cranking will now occur with sufficient
lubrication to protect the engine bearings and other
components.
NOTE: The power circuit from the alternator to the
pump is protected by a 400 amp fusible link. A
clamping diode in the circuit dissipates voltage
spikes.
Oil pressure switch

Oil suction line
Oil outlet line
Check valve
Electrical harness.
OPERATION
Refer to the electrical schematic diagram in Figure 23.
The Prelub system is activated when the operator
turns the key switch and holds it in the START position. This allows current to flow to the timer solenoid.
Engine oil pressure switch (2, Figure 2-1) provides
the ground for the circuit. The switch contains normally closed contacts that open when oil pressure
reaches 17 kPa (2.5 psi). While the contacts are
closed, the timer solenoid closes the contacts that
supply power from the alternator to the prelube
motor/pump. The pump, which has a dedicated
frame ground, begins pumping oil into the engine.
During this time, the timer solenoid prevents the
cranking motors from operating.
D2-6
FIGURE 2-1. REMOTE MOUNT PRELUB PUMP

1. Prelub Pump
2. Suction Line
3. Outlet Line
4. Check Valve
D02036
FIGURE 2-2. PRELUB TIMER

1. Prelub Timer
2. B+ From Alternator
3. Frame Ground
FIGURE 2-3. PRELUB SCHEMATIC DIAGRAM

1. Prelub Pump
2. Oil Pressure Switch (N.C.) - 17 kPa (2.5 psi)
3. Cranking Motors
4. Magnetic Switch
D02036
5. Diode
6. Prelub Timer Solenoid
7. Alternator
8. 400 Amp Fusible Link
D2-7
When the switch opens, current is redirected to the

starting system magnetic switches for engine cranking.
DO NOT attempt to jump start the truck using the

terminals on the timer solenoid. Internal damage
to the timer will result.
MAINTENANCE
Prelub System Operation
FIGURE 2-4. ENGINE OIL PRESSURE SWITCH
2. Engine Damper
Oil Pressure Switch

Oil pressure switch (1 Figure 2-4) is a 17 kPa (2.5
psi), normally closed (NC) switch. The location of the
switch allows it to sense oil pressure after the engine
oil has passed through the filters. Normally, this location is the cam cover at the rear of the engine block
just ahead of engine damper (2).
Verify the system operates according to the two

phases of operation as listed in Prelub Circuit Troubleshooting in this chapter. If a problem exists, refer
to the list of problems and possible causes for troubleshooting system components.
If the system is operating properly, continue with the
inspection of component parts below:
Prelub Pump
1. Open the battery disconnect switches to prevent engine startup.
Check Valve
Check valve (4, Figure 2-1) is installed between the
prelub pump pressure hose and the engine. The oil
flow through the valve (arrow on valve) must be
toward the engine. The check valve prevents backflow from the engine back to the prelub pump after
the engine is started. Failure to prevent backflow to
the pump will result in pump failure.
Timer Solenoid
Timer solenoid (1, Figure 2-2) controls the prelubrication cycle by completing the power supply circuit to
operate the prelub pump. Current is supplied to the
timer solenoid through the key switch. The ground
path is completed by the normally closed pressure
switch (1, Figure 2-4) which is preset to open at 17
kPa (2.5 psi).
FIGURE 2-5. MOTOR COVER

1. Cap Screw
2. Cover
2. Remove a pump cap screw (1, Figure 2-5) from
the electric motor. Remove the cap screw that is
nearest the six oclock position.
D2-8
D02036
3. Inspect the cap screw for any signs of oil. Oil

may be present in large amounts or as a light
mist. Oil in any quantity in the housing indicates
a failed motor and repair or replacement is necessary. Proceed to the next step to determine
what components require repair.
Check Valve
Verify no internal leakage exists in the check valve
when the engine is on. Check valve leakage back to
the pump will cause extensive damage to the pump.
If check valve replacement is required, install the
valve with the arrow pointed toward the engine, not
toward the pump.
Timer Solenoid
Brush dust will be present in all motors. Do not

confuse brush dust with oil. Brush dust will
appear as a black/brown, dry coating within the
motor.
Inspect the timer solenoid for physical damage. Verify the wiring and connectors are in good condition.
4. If oil is present in the motor, disconnect output

line (3, Figure 2-1) from the pump. Place the
hose in a oil capture container, and secure. Use
caution when securing the hose. Oil may exit
the line at normal operating pressures.
Use extreme caution when performing the following step. Hot oil can cause severe burns.
5. Start the engine, and observe the output line
while the engine is operating to verify that check
valve (4) is functioning properly.
a. If there is no oil flow from the hose, only the
pump must be replaced.
b. If there oil flow from the hose, the check
valve is faulty. The pump and check valve
must be replaced.
D02036
D2-9
PRELUB CIRCUIT TROUBLESHOOTING

Two distinct phases are involved in a complete prelubrication cycle. The two phases are:
1. Prelubrication phase- Begins when the key switch is held in the start position. The circuit is completed by a
ground path through the normally closed pressure switch. The circuit is interrupted when oil pressure reaches 17
kPa (2.5 psi) and opens the contacts in the pressure switch.
2. Crank phase- Begins when the engine oil pressure switch opens, and cranking occurs.
PROBLEM
POSSIBLE CAUSES
System lubricates only. Cranking is inoperable.
Oil pressure is not sufficient to open the pressure

switch.
a. No oil or low oil in engine. The pump can not
build sufficient pressure to open switch.
b. Pump failure.
c. Pressure switch has failed (closed) and is
grounding circuit.
d. Oil pressure switch wire chafed and shorting
to block.
Possible timer failure, or a cranking motor problem.
a. Install a jumper cable to the cranking motor
solenoid S post. If the engine starts to crank,
replace the prelub timer solenoid.
b. If the engine fails to crank when the S post is
energized with voltage, check cranking motors
and solenoids.
System lubricates continuously regardless of key

switch position.
Indicates prelub timer solenoid contacts have welded.

a. Low voltage can cause relay failure.
b. Jump starting of the vehicle with a voltage that
is higher than was designed for the system,
can cause solenoid contacts to weld.
Cranking motor bounces when cranking.
Check for low or dead batteries.

Check alternator output.
Check for bad ground strap or missing ground wire
from the starter battery ground post to G terminal of
starting solenoid.
Check for bad starter safety relays.
System lubricates, but does not crank.
Indication is either a timer failure, or a starter problem.

a. Place a jumper wire to the starter solenoid S
post. If the engine starts to crank, replace the
prelub timer solenoid.
b. If the engine fails to crank when the S post is
energized with voltage, check the starting
solenoid and pinion drive.
D2-10
D02036
PROBLEM
POSSIBLE CAUSES
No prelubrication mode, but cranking still operable.
Indicates that a ground connection to the pressure

switch has been broken. Without a ground path, the
prelubrication unit will proceed to crank phase.
a. Check the wire to the pressure switch. If the
wire is removed or cut, replace it.
b. Check the ground strap to engine block. If the
ground strap is missing the block is not
grounded.
c. Check the pressure switch for an open circuit.
Remove the wire, then check for an open circuit between the switch terminal and the
switch base. If open, replace the pressure
switch.
System has very long prelubrication cycle.
Except for severe cold weather starts, the prelub cycle

should not exceed 45 seconds.
a. Low oil pressure.
b. Verify oil of the proper viscosity is being used
in respect to outside temperature. Refer to
engine manufacturer's specifications.
c. Check for suction side air leaks, loose connections, cracked fittings, pump casting, or
hose kinks and blockage.
d. Verify the suction hose is the correct diameter.
Reducing hose diameter will reduce pump
output, dramatically.
e. Check the oil pressure switch for the correct
location. Verify that it has not been moved into
a metered oil flow, as in a bypass filter or governor assembly.
No prelubrication and no crank.
Indicates a possible failure of the prelubrication timer

solenoid. Remove the wire from the pressure switch
(ground wire) and attempt to start the machine.
a. If the cranking motor now cranks, the prelub
timer solenoid is bad. Replace the timer solenoid assembly.
b. If the cranking motors do not crank, ensure all
relays, circuit breakers, switches, etc. are in
working condition. Repair as necessary.
D02036
D2-11
STARTING SYSTEM
CRANKING MOTORS
Heavy duty batteries supply 24VDC to each of the

two cranking motors. Current from the batteries flow
through two magnetic switches that are activated by
the key switch.
Removal
When the key switch is moved to the START position, the prelub system is activated. Refer to Prelub
System. The prelub system lubricates internal engine
components with oil to prevent excessive wear due
to dry starts. When oil pressure reaches 17 kPa (2.5
psi), current flow is diverted to the cranking system
by the prelub timer solenoid. The magnetic switches
close, connecting the motor solenoid "S" terminals to
the batteries. When the solenoid windings are energized, plunger (56, Figure 2-7) is pulled in. Starter
drive (71) moves forward in the nose housing to
engage the engine flywheel ring gear. When the solenoid plunger is pulled in, the main solenoid contacts
close to provide current to the cranking motor armature and cranking occurs. After the engine starts, an
overrunning clutch in the drive assembly protects the
armature from excessive speed until the key switch is
released. When the key switch is released, a return
spring causes the drive pinion to disengage.
1. Disconnect battery power:

a. Open the battery disconnect switch to
remove power from the system.
b. Remove the battery cables using the following sequence:
1.) Remove the battery positive (+) cables
first.
2.) Remove the negative (-) cables last.
2. Label all wiring at the cranking motor and the
solenoid. Remove the wiring from the motor and
solenoid terminals.
3. Remove motor mounting cap screws (1,
Figure 2-6).
4. Remove the cranking motor from the flywheel
housing. The weight of the cranking motor is
approximately 36 kg (80 lb).
After the engine has started, a normally closed pressure switch senses engine oil pressure and opens
the electrical circuit. This prevents actuation of the
cranking motors with the engine on.
FIGURE 2-6. STARTER MOTORS

1. Mounting Cap Screws
2. Cranking Motor
D2-12
3. Solenoid
D02036
Disassembly
Armature Servicing
Only disassemble the cranking motor as far as necessary to repair or replace defective parts.
If the armature commutator is worn, dirty, out of

round, or has elevated insulation, use a lathe to
machine armature (45). Machine the insulation to
0.79 mm (0.031 in.) wide and 0.79 mm (0.031 in.)
deep. Clean the slots to remove any trace of dirt or
copper dust. As a final step in this procedure, lightly
sand the commutator with number 00 sandpaper to
remove any burrs resulting from machining.
1. Note the relative position of solenoid (53,

Figure 2-7), lever housing (78), nose housing
(69), and Commutator End (CE) frame (1). The
motor must be reassembled in the same manner.
2. Disconnect field coil connector (42) from the
solenoid motor terminal. Remove the lead from
the solenoid ground terminal.
3. Remove brush inspection plates (52) and brush
lead screws (15).
4. Remove bolts (34) and separate commutator
end frame (1) from field frame (35).
5. Remove bolts (70). Separate nose housing (69)
and field frame (35) from lever housing (78).
6. Remove armature (45) and drive assembly (71)
from lever housing (78).
7. Pull solenoid (53) from the lever housing.

1. Drive (71, Figure 2-7), armature (45) and fields
(46) can not be cleaned with degreaser or
grease dissolving solvents. Solvents would dissolve the lubricant in the drive and damage the
insulation in the armature and field coils.
2. Clean all parts, except the drive, with mineral
spirits and a clean cloth.
3. If the commutator is dirty, it may be cleaned with
number 00 sandpaper.
NOTE: DO NOT use emery cloth to clean the
commutator.
4. Inspect brushes (13) for wear.
a. Compare the brushes with a new brush. If
worn excessively, replace with new brushes.
b. Ensure brush holders (10) are clean and the
brushes are not binding in the holders.
c. The full brush surface should ride on the
commutator. Check by hand to ensure that
brush springs (16) are providing firm contact
for the brushes against the commutator.
Check the armature 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 connections. Poor connections cause arcing and burning of the commutator as the cranking motor is
used. If the bars are not badly burned, repair
can often be effective by soldering or welding
the leads in the riser bars (using rosin flux), and
machining the commutator in a lathe to remove
the burned material. The insulation must 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 produced 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 failures. These failures
are often caused by overheating of the cranking
motor produced by excessively long cranking
periods. Accumulation of brush dust between
the commutator bars and the steel commutator
ring can also cause this type of failure.
d. If springs (16) are distorted or discolored,

replace with new springs.
D02036
D2-13
Field Coil Checks

Field coils (46, Figure 2-5) can be checked for
grounds and opens by using a test lamp.
1. Grounds- The ground connections must be disconnected during this check. Connect one lead
of the 110 volt test lamp to field frame (35) and
the other lead to 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 the lamp does not light, the field
coils are open.
Field Coil Removal

Field coils can be removed from the field frame
assembly by using a pole shoe screwdriver. Use a
pole shoe spreader 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. The pole
shoe has a long lip on one side and a short lip on the
other. Assemble the long lip in the direction of armature rotation so it becomes the trailing (not leading)
edge of the pole shoe.
D2-14
1. CE 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 req'd)
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
D02036
FIGURE 2-7. CRANKING MOTOR ASSEMBLY
D02036
D2-15
Solenoid Checks
A basic solenoid circuit is shown in Figure 2-8. Solenoids can be checked electrically using the following
procedure.
Test
1. Disconnect all leads from the solenoid. Make
test connections as shown to the solenoid, the
switch terminal and the second switch terminal
"G", to check the hold-in winding (Figure 2-9).
2. Use the carbon pile to decrease battery voltage
to 20 volts. Close the switch and read current.
a. The ammeter should read 6.8 amps max.
3. To check the pull-in winding, connect from the
solenoid switch terminal "S" to the solenoid
motor "M" or "MTR" terminal (Figure 2-10).
FIGURE 2-8. SIMPLIFIED SOLENOID CIRCUIT
To prevent overheating, do not leave the pull-in

winding energized more than 15 seconds. The
current draw will decrease as the winding temperature increases.
4. Use the carbon pile to decrease 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 the battery lead
from "G" and from "MTR" to the solenoid case.
The ammeter should read 0 amps. If not, the
winding is grounded.
FIGURE 2-9. SOLENOID HOLD-IN WINDING TEST
D2-16
D02036
3. Do not cross-drill bearings. Because the bearings are highly porous, oil from the wick touching the outside bearing surface will bleed
through and provide adequate lubrication.
4. 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 armature (45, Figure 2-7) into 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 end frame (1) on the armature shaft.
Slide the end frame and armature into place
against the field frame.
c. Insert screws (34) and washers (33). Tighten
securely.
FIGURE 2-10. SOLENOID PULL-IN
WINDING TEST
Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before
pressing into place.
Install the lubricated wick prior to installing the
bearings.
2. Assemble lever (63) into lever housing (78), if

removed.
3. Place washer (79) on the armature shaft and
install new O-ring (80). Position drive assembly
(71) in lever (63) in the lever housing. Apply a
light coat of lubricant (Delco Remy Part No.
1960954) on washer (75) and install over the
armature shaft. Align the lever housing with the
field frame and slide the assembly over the
armature shaft. Secure with screws (76) and
washers (77).
4. Assemble and install the solenoid assembly
through the lever housing. Attach to the field
frame. Install nut (64) but do not tighten at this
time. Install brush inspection plugs (52).
2. 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.
D02036
D2-17
5. Using a new gasket (72), install drive housing

(69) and secure with screws (70).
6. Assemble field coil connector (42) to the solenoid.
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.
7. Adjust the pinion clearance per instructions in

Pinion Clearance.
3. Push the pinion or drive back towards the commutator end to eliminate endplay.
8. After pinion clearance has been adjusted, install

gasket (74) and plug (73).
4. Measure the endplay with a feeler gauge, as

shown in Figure 2-12. The correct distance
between the drive pinion and housing is 8.3 9.9 mm (0.330 - 0.390 in.).
5. Adjust the clearance by turning shaft nut (64,
Figure 2-7).
Pinion Clearance
To adjust the pinion clearance, follow the steps listed
below.
1. Make connections as shown in Figure 2-11.
FIGURE 2-12. CHECKING PINION CLEARANCE
FIGURE 2-11. PINION CLEARANCE CHECK

CIRCUIT
D2-18
D02036
Installation
No-Load Test
1. Lift cranking motor (2, Figure 2-6) into position.

The weight of the cranking motor is approximately 36 kg (80 lb).
2. Align the housing of the cranking motor with the
flywheel housing mounting holes. Slide the
motor into position.
3. Insert motor mounting cap screws (1).
4. Connect the labeled wires and cables to the
motor and solenoid terminals.
5. Connect the
sequence:
batteries
in
the
Refer to Figure 2-13 for the following test setup.
Ensure the switch is open before connecting or

disconnecting test leads during the following
procedures.
following
a. Install the battery negative (-) cables, first.

b. Install the battery positive (+) cables.
c. Close the battery disconnect switch.
TROUBLESHOOTING
If the cranking system is not functioning properly,
check the following to determine which part of the
system is at fault:
Batteries- Verify the condition of the batteries,
cables, connections and charging circuit.
Wiring- Inspect all wiring for damage or loose
connections at the key switch, magnetic
switches, solenoids and cranking motors. Clean,
repair or tighten as required.
If the above inspection indicates the cranking motor
to be the cause of the problem, remove the motor
from the truck. Perform the following tests prior to
disassembly to determine the condition of the motor
and solenoid.
FIGURE 2-13. NO-LOAD TEST CIRCUIT
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.
Preliminary Inspection
1. Check the cranking motor to ensure the armature turns freely. Insert a flat blade screwdriver
through the opening in the nose housing.
2. Pry the pinion gear to rotate the armature.
DO NOT apply voltages in excess of 20 volts.

Excessive voltage may damage the windings.
If the armature does not turn freely, disassemble the motor.

If the armature can be rotated, refer to No-Load
Test before disassembling.
D02036
D2-19
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 specifications:
4. Failure to operate/no current draw:

Open field circuit: This can be checked
after disassembly by inspecting internal
connections and tracing the circuit with a
test lamp.
Open armature coils: Inspect the
commutator for badly burned bars after
disassembly.
Broken brush springs, worn brushes, high
insulation between the commutator bars or
other causes which would prevent good
contact between the brushes and
commutator.
5. Low no-load speed/low current draw:
rpm: 5500 to 7500

amps: 95 to 120
volts: 20 VDC
Interpreting The Results of The Tests

1. Rated current draw and rated no-load speed
indicates normal condition of the cranking
motor.
2. Low speed/high current draw:
Too much friction: tight, dirty, or worn
bearings, bent armature shaft or loose pole
shoes allowing the armature to drag.
High internal resistance due to poor

connections, defective leads, dirty
commutator and malfunctions listed under
item 4.
6. High speed/high current draw:
Shorted fields: If shorted fields are
suspected, replace the field coil assembly
and check for improved performance.
Shorted armature: This can be further

checked on a growler after disassembly.
Grounded armature or fields: Check further
after disassembly.
3. Failure to operate/high current draw:
A direct ground in the terminal or fields.
Seized bearings - determined by turning the
armature by hand.
D2-20
D02036
MAGNETIC SWITCH
Coil Test
The magnetic switch is a sealed unit and not repairable.
1. Using an ohmmeter, measure the coil resistance across the coil terminals.
The coil should read approximately 28ohms at
22 C (72F).
Removal
1. Remove battery power as described in Cranking Motors - Removal.
2. Disconnect the cables from the switch terminals. Disconnect the wires from the coil terminals (Figure 2-14).
NOTE: If the magnetic switch being removed has a
diode across the coil terminals, mark the leads prior
to removal. This is done to ensure correct polarity
during installation.
3. Remove the mounting cap screws and washers. Remove the switch from the mounting
bracket.
4. The switch coil circuit can be tested as
described in Coil Test.
Installation
1. Attach the magnetic switch to the mounting
bracket using the cap screws and lock washers
previously removed.
If the ohmmeter reads OL, the coil is open and

the switch must be replaced.
If the ohmmeter reads 0 ohms, 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
reading, the coil is grounded and the switch
must be replaced.
3. The ohmmeter should display OL when the
probes are placed across the switch terminals.
NOTE: The switch terminals should have 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 delivering adequate current to the cranking
motor. If the coil tests are satisfactory, but the switch
is still suspect, replace with a new part.
2. Inspect the cables and the switch terminals.

Clean as required and install the cables.
3. Install the diode across the coil terminals, if
equipped. Ensure the diode polarity is correct.
Attach the wires from the truck harness to the
coil terminals shown in Figure 2-14.
4. Connect battery power as described in Cranking Motors - Installation.
FIGURE 2-14. MAGNETIC SWITCH ASSEMBLY
D02036
D2-21
NOTES
D2-22
D02036
SECTION D3
ELECTRICAL SYSTEM COMPONENTS
INDEX
ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3

CAB MOUNTED COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-5
RELAY CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
FUSE PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
EXTERIOR COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
BATTERY BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
BATTERY DISCONNECT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
GROUND LEVEL SHUT OFF SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
CONTROL POWER RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
BATTERY EQUALIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
BODY POSITION SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Proximity Switch Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Body-Up Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Hoist Limit Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-20
Sensor Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-21
GENERAL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-21
D03032 08/07
Electrical System Components
D3-1
NOTES
D3-2
08/07 D03032
ELECTRICAL SYSTEM COMPONENTS

CAB MOUNTED COMPONENTS
Figure 3-1 illustrates electrical system components
and controllers mounted on the rear wall of the operator cab. The relay module and other electrical components are located in the compartment under the
controllers. (Figure 3-2).
FIGURE 3-1. REAR ELECTRICAL COMPARTMENT

1. Automatic Transmission Controller (ATC)
2. Fuse Panel
3. Retard Control Module (RCM)
4. Vehicle Health Monitoring System (VHMS)
5. VHMS Download Connector
D03032 08/07
6. Payload Meter Download Connector

7. CENSE Engine Download Connector (SDA12V160 Only)
8. Engine Maintenance Light
9. QSK Engine Communications Connector
D3-3

(Enclosure Removed)
1. Automatic Lubrication System Timer
2. Ground Bus Bars
3. Power Bus # 1, 24V Battery Direct Power
4. Power Bus # 2, 24V Battery Disconnect Power
5. Power Bus # 3, 24V Key Controlled Power
D3-4
7. Relay Centers
8. Turn Signal Flasher
9. Steering Bleeddown Timer
10.Windshield Wiper Delay Timer
11.External Harness Interface Connection Panel
12.ORBCOMM Modem
08/07 D03032
CIRCUIT BREAKERS
Table 1 lists the truck circuit breakers located at the
battery box and on the AC/heater unit.
TABLE 1. CIRCUIT BREAKER CHART

CIRCUIT BREAKER IDENTIFICATION
No.
AMPS
VOLTS
CIRCUIT NUMBER
IN
CONTROL DESCRIPTION
OUT
LOCATION: BATTERY BOX
CB24V
50
+24
12
24 Volt Control Power (To Power Bus #3 on Cab Rear Wall)
CB12V
50
+12
12V
LOCATION: AC/HEATER UNIT

A/C-CB
20
+24
12AC
Internal Automatic Reset Circuit Breaker
Always replace a circuit breaker with one of the

same amperage capacity as the one being
removed. Place the battery disconnect switch in
the OFF position before replacing circuit breakers.
D03032 08/07
D3-5
RELAY CENTER
The relay centers shown in Figure 3-3 contain a maximum of 33 relays in its three convenience centers.
Circuit breakers are not used on this board.
Additional circuits may be added by utilizing the

available empty relays.
The relay center is in the rear electrical compartment

behind the drivers seat. Refer to Table 2 and the following diagrams for identification of the relays and
circuits.
FIGURE 3-3. RELAY MODULE

1. Relay Center One
2. Relay Center Two
3. Relay Center Three
D3-6
08/07 D03032
TABLE 2. RELAY BOARD CIRCUITS

RELAY
COIL CIRCUITS
+
CONTACT CIRCUITS
COM.
NO
FUNCTION
NC
Relay Center 1
L
39J
39A
39J
RLNO
39AA
39J
39B
39J
RMNO
39BA
Green PLM Light

Amber PLM Light
39J
39C
39J
RNNO
39CA
Red PLM Light

Left Hi Beam Headlight
41H
11HA
41HA
RPNC
41H
11HB
41HB
RRNC
Right Hi Beam Headlight
41
11LA
41LA
RSNC
Right Low Beam Headlight
48FS
48FP
48F
RTNC
U
V
51R
51T
RVNO
51S
W
X
Fog Lights
Not Used
Steering Bleed Down
Not Used
25N
RXNO
25N1
VHMS Neutral Signal
Relay Center 2
L
41
11LB
41LB
RLNC
Left Low Beam Headlight
45L
11CLL
45LL
45LL2
Left Turn Signal
45R
11CLR
45RL
45RLZ
Right Turn Signal
41TS
11T
41C
RPNC
Clearance Lights
44A1
44R1
44A1
44R
RRNC
Right Retard Light
44B1
44B4
44B1
44D
RSNC
Center Brake Light
52C1
52R1
52P
52C3
RTNC
Front Brake Cooling Valve
52C2
5ZRZ
52P
52C4
RVNC
Rear Brake Cooling Valve
U
V
Not Used
43
11H
43
64
RWNC
Front Horn
43
11H
43
64
RXNC
Front Horn
Relay Center 3
L
44A1
44R4
44A1
44L
RLNC
Left Retard Light
45RR
46H
46
46A1
Hazard Light
25R
47A
47
RRNC
Backup Light
28A1
68B
68C
RSNC
Ether Start
63L1
63
63L
RTNC
Low Windshield Wiper
63H1
63
63H
RVNC
M
N
Not Used
Not Used
U
V
Not Used
W
X
D03032 08/07
High Windshield Wiper

Not Used
25N
21S
21PT
RXNC
Engine Start
D3-7
FIGURE 3-4. RELAY CENTER ONE
D3-8
08/07 D03032
FIGURE 3-5. RELAY CENTER TWO
D03032 08/07
D3-9
FIGURE 3-6. RELAY CENTER THREE
D3-10
08/07 D03032
FUSE PANEL
The fuse panel is located in the rear electrical compartment behind the drivers seat (Figure 3-7). The
panel consists of three fuse blocks.
Refer to the following tables and diagrams for circuit
identification.
FIGURE 3-7. FUSE PANEL

1. Fuse Block 1
2. Fuse Block 2
3. Fuse Block 3
D03032 08/07
D3-11
TABLE 3. FUSE BLOCK ONE

Battery Connections
1
Battery Direct Power
11
Battery Disconnect Power
Fuse
Function
Amperage
VHMS KEY SW SIG
5A
PLM LIghts
10A
SBDT
5A
Lincoln Lube
10A
Hoist Limit SW
5A
Brake Light
10A
Brake Controls
10A
Rear Retard Lt
10A
Komatsu Prog. Port (Key Switch)
10A
10
---
11
---
---
12
---
---
13
Tier 1 Engine Power (Battery)
14
VHMS/ORBCOMM
5A
15
Komatsu Prog. Port (Battery)
10A
16
Lube Fill Light
5A
17
Lo Beam HD LT Outside Position
15A
---
10A
18
Hi Beam HD LT Outside Position
15A
19
Hi Beam HD LT Inside Position
15A
20
Service LTS
10A
21
Fog Lights
10A
22
SBDT
5A
23
---
---
24
---
---
FIGURE 3-8. FUSE BLOCK ONE
D3-12
08/07 D03032
TABLE 4. FUSE BLOCK TWO

Battery Connections
12
Key Switch 24V Power
21
Key Switch Start Signal
Fuse
Function
Amperage
LT Aux Turn Sig
15a
RT Aux Turn SIg
15A
Head LT Controls
5A
LO BM HD LT Inside Position
15A
Clearance Lights
15A
ATC
10A
EDP
5A
FRT Horn & D-LTS
15A
Hazard Lights
10A
10
RCM
10A
11
---
---
12
---
---
13
Start Signal
5A
14
---
---
15
---
---
16
---
---
17
---
---
18
---
---
19
---
---
20
---
21
Tier 2 Engine Power
10A
22
Tier 2 Engine Power
10A
23
Tier 2 Engine Power
10A
24
Tier 2 Engine Power
10A
---
FIGURE 3-9. FUSE BLOCK TWO
D03032 08/07
D3-13
TABLE 5. FUSE BLOCK THREE

Battery Connections
13
Key Switch ACC Power
12V
Key Switch 12V Power
FUSE
FUNCTION
Amperage
A/C and Heater
20A
ATC
10A
Shifter
5A
EDP Signals
5A
---
---
Turn Signals
5A
Rear BU LT & Horn
15A
Deck Backup LTS
10A
Windshield Wiper
15A
10
Drivers Seat
5A
11
Ether Start
5A
12
---
---
13
Key SW Signal
5A
14
QSK Key Signal
5A
15
EDP
5A
16
Switch Lights
5A
17
AM/FM Radio
5A
18
Cigar Lighter
10A
19
12V AUX Power
10A
20
12V AUX Power #2
10a
21
LFT Window Motor
20A
22
RT Window Motor
20A
23
---
---
24
---
---
FIGURE 3-10. FUSE BLOCK THREE
D3-14
08/07 D03032
EXTERIOR COMPONENTS
BATTERY BOX
BATTERY EQUALIZER
Battery box (1, Figure 3-11), located on the right

deck, houses the four 220 amp hour, 12 volt heavy
duty batteries (2). The following components are
located on the outside of the enclosure: disconnect
switch, circuit breakers, power relays, and battery
equalizer.
The majority of circuits on the truck operate on 24

VDC. However, several components require 12 VDC
for operation. This requires tapping into the circuit
between two of the 12 volt batteries wired in series.
The entire battery package is recharged by the 24
volt alternator. To ensure all of the batteries are discharged and recharged equally, battery equalizer (7,
Figure 3-11) is utilized. The battery equalizer balances the charge and discharge rates of all four batteries.
All components except the disconnect switch are

located under a protective cover.
BATTERY DISCONNECT SWITCH

Battery disconnect (3, Figure 3-11) removes battery
power from all truck power circuits when the switch is
open. The switch is for use during maintenance and
repair procedures requiring removal of power from
the electrical circuits without the need to remove battery cables.
GROUND LEVEL SHUT OFF SWITCH

The ground level shut off switch, mounted at the
base of the left access ladder, is connected in series
with the battery disconnect switch. The switch
removes battery power from the key switch when
opened.
Test
If the batteries are not being charged equally or other
problems are apparent, perform the following tests:
1. Check the circuit breaker on the end of the
enclosure to see if it has opened. If so, press
the button to reset.
2. Measure the voltage of each individual battery.
Each should measure approximately 12 volts. If
not, check voltages below:
a. Measure the voltage between the 24 volt terminal and ground terminal on the battery
equalizer and record.
CONTROL POWER RELAYS

Control power relays connect the battery circuits to
the truck electrical circuits when the key switch is in
RUN. Relay (8) is used in the 12 volt circuit and relay
(7) is used in the 24 volt circuit.
b. Measure the voltage between the 12 volt terminal and ground terminal on the battery
equalizer and record.
3. If the difference between the two voltage readings in the previous step exceeds 0.75 volts, the
battery equalizer must be replaced.
CIRCUIT BREAKERS
Two, fifty amp circuit breakers protect the power circuits between the batteries and the power bus bars
located in the truck cab. Circuit breaker (4) is used in
the 24 volt circuit and circuit breaker (5) is used in the
12 volt circuit.
D03032 08/07
A circuit breaker mounted on the battery equalizer,

near the hookup terminals protects its internal circuitry. If the breaker opens, the cause must be determined and corrected and the breaker reset to restore
normal operation.
When removing the battery equalizer, remove the

ground connection first. Then remove the 12 and
24 volt positive cables.
When installing the battery equalizer, Install the
12 and 24 volt cables first. Attach the ground
cable last.
D3-15
FIGURE 3-11. BATTERY BOX AND EXTERNAL COMPONENTS

1. Battery Box
2. Batteries
3. Battery Disconnect Switch
D3-16
4. Circuit Breaker (24 Volt)

5. Circuit Breaker (12 Volt)
6. Battery Equalizer
7. Power Relay (24 Volt)

8. Power Relay (12 Volt)
08/07 D03032
BODY POSITION SWITCHES

Two magnetically activated proximity switches sense
the position of the truck dump body. Body-up switch
(5, Figure 3-13) is located inside the left frame rail,
forward of the body pivot. This switch provides a
"body seated" signal to the transmission controller
when the body is resting on the frame. When the
body is raised above the frame rail, the magnetic
field is removed from the switch sensing area. The
switch sends a "body float" signal to the transmission
controller. A warning lamp in the left pod illuminates
to inform the operator.
NOTE: The body float lamp will also illuminate if the
hoist control is not in the FLOAT position or if there is
an open circuit between the switch and the
transmission controller.
Inside the switches, there are two magnets of slightly

varying strengths in line with one another. The magnets are located on separate ends of a rocker lever
assembly which contains the functional switch contacts. In the non-actuated or rest state, in which there
is no disturbance in the internal switch natural magnetic fields, the stronger magnet dominates the
rocker into the normal position. Refer to Figure 312.
When the field of the dominate magnet becomes distracted by a target, (a ferrous plate, or an opposite
polarity magnet field (south pole)), the weaker magnet in the switch will then become more dominate
and move the rocker lever. The switch is then considered to be actuated or in the sensed position.
Hoist limit switch (9) is located on the left frame rail

just behind the pivot. The hoist limit switch sends a
signal to the hoist limit solenoid in the hydraulic cabinet. The solenoid activates and blocks oil flow from
the hoist pilot valve to the hoist valve. The power up
oil supply is blocked to prevent full hoist cylinder
extension, and possible damage to the cylinders.
Proper switch adjustment ensures the hoist cylinder
travel stops slightly before full extension.
If either the body up switch or the hoist limit switch do
not function as described above, adjust the switches
according to the procedure on the following pages.
Proximity Switch Operation

The body position switches on these trucks are magnetic field change switches. The switches sense a
ferrous material target, as well as a specific pole
(south pole) magnet field. When a switch is activated
by ferrous material, the maximum sensing distance is
approximately 13 mm (0.5 in.). When a magnet is
used instead of ferrous material, maximum sensing
distance is approximately 95 mm (3.75 in.). Therefore, use of a magnet target allows the switch to activate at greater sensing distances.
FIGURE 3-12. SWITCH CONTACTS - NORMAL

AND SENSED POSITIONS
D03032 08/07
D3-17
Body-Up Switch Adjustment
Hoist Limit Switch Adjustment
Figure 3-13 shows two views of body-up switch (5)

and the magnet used to activate the switch.
Prior to adjustment, the body must be raised to the

maximum hoist cylinder extension and supported.
If switch adjustment is necessary, follow the procedure below:
1. With the body fully raised, loosen proximity

switch adjustment cap screws (8, Figure 3-13).
Slide the switch up or down to position the top
of the switch 25 mm (1 in.) away from the lower
edge of magnet (10). Tighten the cap screws
when adjusted properly.
1. With the body resting completely on the frame,

loosen switch mounting cap screws (6) and/or
the magnet adjustment cap screws (3).
2. Position the lower edge of the magnet near the
upper edge of proximity switch (5), as shown in
view A-A.
3. Adjust the proximity switch so the passing distance between the two targets is 15 mm (0.59
in). Tighten cap screws (6) and recheck the vertical adjustment. If necessary, readjust and
tighten cap screws (3).
NOTE: Since a magnetic target is used to activate

the switch, a larger initial distance in setting the
switch is required. This is due to the fact that
magnetic fields are not crisp 90 degree boxed fields
but are instead curved about the shape of the
magnet. The sensing field boundary limit takes on
the same curved sensing area shape of the magnet
field. The curved sensing area results in the
actuation of the switch approximately 25 mm (1 in.)
prior to reaching the edge of the magnet. Therefore,
it is crucial that the 25 mm (1 in.) is observed when
setting the hoist limit switch.
2. Loosen the cap screws securing the proximity
switch to the mounting bracket. Slide the switch
in or out until the passing distance between the
two targets is 45 mm (1.77 in.). Tighten the cap
screws after adjusting. Refer to Figure 3-14 for
an illustration of optimum setting of the switch.
3. Lower the body onto the frame.
4. Check the operation of the switch to verify that
the hoist cylinders stop before reaching maximum cylinder stroke. If the cylinders extend full
stroke, adjust the switch, as necessary, to prevent full extension.
D3-18
08/07 D03032
FIGURE 3-13. BODY-UP AND HOIST LIMIT SWITCHES

1. Body - Raised Position
2. Body - Resting on Frame
3. Magnet Adjustment Cap Screws
4. Magnet (Body-Up)
5. Proximity Switch (Body-Up)
D03032 08/07
6. Switch Mounting Cap Screws

7. Mounting Bracket (On Frame)
8. Switch Mounting Cap Screws
9. Proximity Switch (Hoist Limit)
10. Magnet (Hoist Limit)
D3-19
SPEED SENSORS
A speed sensor (Figure 3-15), located in the brake
assembly in each rear wheel provides individual
wheel speed signals to the RCM. The speed signals
are used to determine truck speed and to monitor
wheel slip.
The sensors are mounted in the brake hub and
adjusted to provide a slight gap between the tip of the
sensor and the gear teeth on the periphery of the
seal carrier.
Each sensor is supplied with +18 volts through pin A.
Pin B is common (-) and grounded to the sensor
shell. Pin C provides the signal out.
No maintenance is required, normally. However, it is
necessary to adjust the sensor after brake rebuild.
FIGURE 3-14. HOIST LIMIT SWITCH

OPTIMUM SETTING
FIGURE 3-15. SPEED SENSOR ASSEMBLY

1. Sensor Body
2. Lock Nut
D3-20
3. Connector End
08/07 D03032
Sensor Adjustment
GENERAL TROUBLESHOOTING
NOTE: Sensor adjustment must be performed before

the tires and rims are installed.
When troubleshooting electrical system circuit and

component problems, it is necessary to follow a logical diagnosis procedure.
1. If the sensor is already installed, loosen locknut

(2, Figure 3-16). Remove the sensor from the
tapped mounting hole.
2. Rotate the seal carrier until a gear tooth is
aligned with the center of the sensor mounting
hole.
3. Carefully thread the sensor into the hole until
the tip contacts the gear tooth.
4. Back out the sensor 5/8 turn (counterclockwise).
5. Continue to rotate until the flats on the sensor
housing are perpendicular to the direction of
rotation of the gear teeth. Refer to Figure 3-16.
DO NOT back out more than 1/2 turn.
6. Tighten the locknut.
7. Install the connector harness.
It is important to verify the batteries are fully charged,

electrical harnesses and connectors have not been
physically damaged and all connectors are clean and
properly secured.
The following basic steps may eliminate many electrical problems:
1. Verify the batteries are fully charged and the
battery disconnect switch is closed. Ensure the
control power relays for the 12 volt and 24 volt
power circuits are functioning.
2. Check all cable connections at the batteries in
the battery box. They must be clean, with no
corrosion. If necessary, open the battery disconnect switch. Remove the cables and clean the
battery terminals and connectors with a baking
soda/water solution using a stiff, non-wire
brush. Flush with clean water. Reinstall the
cables and tighten securely.
To prevent possible damage to the battery equalizer system, the following procedure must be followed when the battery cables are removed or
installed.
When removing cables, disconnect
remove the positive (+) cables first.
and
Remove the negative (-) cables last.

When installing the cables,
negative cables (-) first.
install
the
Install the positive cables (+) last.
FIGURE 3-16. SPEED SENSOR ADJUSTMENT

1. Speed Sensor
2. Locknut
D03032 08/07
3. Brake Assembly
D3-21
3. Verify electrical connectors are properly

crimped onto the wires or cables. Improperly
crimped connectors can cause possible overheating of the circuit due to high resistance in
the connection. Discoloration of connector pins
and/or sockets indicate the possibility of an
improper crimp.
4. Connector pins must be properly locked into the
connector shell. If a pin does not extend far
enough into the connector shell, the pin may not
mate properly when the connector is assembled.
5. If a harness must be repaired, use the proper
wire gauge and type. Use the proper crimping
tool if connector pins are replaced.
6. Verify the appropriate circuit breaker is functioning properly. If a circuit breaker must be
replaced, use a circuit breaker with the same
current rating as the part removed.
Always install a new circuit breaker with the

same current rating as the breaker being
replaced. A higher rated breaker could allow the
circuit to overheat and possibly result in a fire. A
circuit breaker with a lower rating will not allow
the circuit to operate properly.
D3-22
08/07 D03032
SECTION D10
CHARGING SYSTEM
INDEX
CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3

PRIMARY CAUSES OF CHARGING SYSTEM MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . D10-3
Excessive heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
Dirt and dust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-3
PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4
Alternator Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4
Alternator Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4
Belt Tension And Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4
ALTERNATOR PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-4
ALTERNATOR CABLE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
VOLTAGE REGULATOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8
D10004 04/08
Charging System
D10-1
NOTES
D10-2
Charging System
04/08 D10004
CHARGING SYSTEM
The charging system is an important part of the electrical system. It provides electrical current for the
lights, the radio, the engine electrical systems, and
all other electrical accessories. It also maintains the
batteries in a charged state, recharging them as necessary.
The charging system has three main components:
the alternator, the voltage regulator, and the batteries. To properly service the charging system, a good
understanding of how each component works is necessary.
The alternator generates electrical power to operate
accessories and to recharge the batteries. The alternator is driven by a belt located off of an accessory
pulley. Mechanical energy from the drive pulley is
converted by the alternator into electrical energy for
the batteries and the electrical system.
The alternator is a brushless alternator designed to
generate high output at low speeds. The alternator is
also designed to withstand high heat exposure and
vibration. The 24 volt alternator is capable of generating 140 amps of electrical power.
The voltage regulator controls alternator output and
senses when the batteries need recharging, and
increases in electrical demand. The voltage regulator
adjusts alternator output, accordingly.
The batteries are a reservoir of chemical electrical
power. Their primary purpose is to provide electrical
energy for engine cranking. The batteries also supply
power to vehicle accessories when the electrical load
is too great for the alternator, alone.
D10004 04/08
PRIMARY CAUSES OF CHARGING

SYSTEM MALFUNCTION
There are several environmental and product application factors that can cause the charging system to
malfunction. The most common factors are listed
below.
Excessive heat
Prolonged operation in excessive temperatures can
damage an alternator. Damaging heat levels can be
generated in different ways. A build-up of dirt, either
externally or internally, diminishes the ability to dissipate heat from the external surface and diminishes
airflow through the unit.
Missing air ducts and heat shields can also lead to
overheating. Ensure any heat shields or air ducts are
properly installed.
Dirt and dust
Charging system components operate less efficiently
when a buildup of dirt particles forms around wire
and cable connections. Dirty connection points
impair the flow of electrical current.
Vibration
If charging system components are not securely
mounted to the truck, the resulting vibration can damage sensitive internal components.
Poorly mounted components will also diminish the
performance of the belt drive. This is very important
on high powered engines.
Charging System
D10-3
TROUBLESHOOTING
PREVENTIVE MAINTENANCE
PROCEDURES
The object of preventive maintenance is to identify
and correct potential problems before they occur.
There are three preventive maintenance procedures
that can greatly enhance the efficiency of charging
system functions. These three procedures also represent the initial steps to follow when fully diagnosing
a problem in the charging system. Preventive maintenance procedures are as follows:
Alternator Cleanliness
Ensure that all alternator surfaces are clean. A
buildup of dirt, grease or dust may result in poor performance and/or damage to the alternator. Air flow
passages must be clear of debris so that air can easily pass through the unit. All electrical connection
points must be clean and free from corrosion.
Timely preventive maintenance of the charging system will help keep it operating smoothly. However,
when a problem does occur, effective diagnostic procedures will help you locate and correct the problem.
Before analyzing the charging system, ensure the
batteries have been properly tested and are at least
75% charged. Otherwise, any electrical tests conducted on the charging system will be inaccurate.
If the troubleshooting diagnosis points to a faulty
alternator, a new alternator must be installed. If the
vehicle has had a history of charging problems and
system failure has been eliminated, it may be necessary to reevaluate the capacity of the alternator. The
addition of add-on electrical devices also make it
necessary to reevaluate the capacity of the alternator. Consult your area support manager for questions
regarding this issue.
Alternator Mounting
Charging system components must be securely
mounted to their brackets. Mounting brackets must
be bolted securely to the engine. If charging system
components are poorly mounted, damaging vibration
and diminished belt drive performance will result.
Ensure all components are securely mounted to the
truck. Verify that all mounting components are in
good condition and that the belt drive system is in
proper alignment.
ALTERNATOR PERFORMANCE TEST

1. Connect a voltmeter to the alternator output terminals and an ammeter to the positive output
cable, as shown in Figure 10-1. Position the
ammeter at least 15 cm (6 in.) away from the
alternator to eliminate the possibility of faulty
readings. Ensure voltage is present at the output terminals.
Belt Tension And Condition

Proper belt tension must be checked regularly. A
loose belt will slip on the pulley, and fail to turn the
rotor inside the alternator. This results in insufficient
charging.
Check the belt tension with a belt tension gauge.
Refer to the engine manufactures specifications for
proper belt tension.
Before checking the belt tension, inspect it for glazing, cracks or dryness. If the belt is worn or damaged, replace the belt. If the belt is in good condition,
use a belt tension gauge and check the results. If belt
tension is below specifications, a new belt tensioner
must be installed.
Check the alternator belt tension every 10,000 miles.
D10-4
FIGURE 10-1. ALTERNATOR PERFORMANCE

TEST
Charging System
04/08 D10004
ALTERNATOR CABLE TEST

2. Start the engine and operate at 1500 rpm.
Ensure that all vehicle loads, such as the radio,
are turned off and the reading on the ammeter
is less than 20 amps. If the ammeter reading is
greater than 20 amps, double check that all
vehicle loads are turned off and that the batteries are fully charged.
3. Record the voltage on the voltmeter. The reading should be between 27.8 - 28.4 volts.
1. To test the positive cable, connect the ammeter

to the positive cable from the alternator. Ensure
the ammeter is at least 15 cm (6 in.) away from
the alternator to eliminate the possibility of
faulty readings.
2. Connect the negative lead of the voltmeter to
the positive terminal of the alternator. Connect
the positive lead of the voltmeter to the positive
terminal on the battery. Refer to Figure 10-2.
If the voltage is not within this ranges, adjust the

voltage regulator. Refer to Voltage Regulator Adjustment. If the regulator can not be adjusted
within this range, the alternator is defective.
ALTERNATOR PERFORMANCE TEST LOAD APPLIED

1. With the meters connected as shown in Figure
10-1, start the engine and operate at 1500 rpm.
2. Turn on vehicle loads until 75% of the rated output (105 amps) is reached on the ammeter display. Record the voltage on the voltmeter.
An alternative method for applying a load is to
use a carbon pile tester. Connect a carbon pile
tester across the batteries, and adjust the carbon pile until the desired reading is obtained on
the ammeter. Record the voltage on the voltmeter.
FIGURE 10-2. POSTIVE CABLE TEST
3. Shut off the engine.

4. Compare the reading to that taken during the
alternator performance test. If the alternator
voltage dropped more than 0.7 volts, the alternator is defective.
3. Start the engine and operate at 1500 rpm. Turn

on vehicle loads, such as the radio, until 75% of
the rated output (105 amps) is reached on the
ammeter display. If necessary use a carbon pile
tester to apply a load on the alternator. Record
the voltage on the voltmeter.
If the reading is greater than 0.5 volts, check all
wire connections between the alternator and
the battery. Check the condition of each cable.
Clean, repair or replace cables and connections, as necessary. If the reading is less than
0.5 volts, the cable is good. Turn off the vehicle
loads and shut off the engine.
D10004 04/08
Charging System
D10-5
4. To test the negative cable move the negative

lead of the voltmeter to the negative terminal of
the battery. Connect the positive lead of the
voltmeter to the negative terminal of the alternator. Refer to Figure 10-3.
5. Start the engine and operate at 1500 rpm. Turn
on vehicle loads, such as the radio, until 75% of
the rated output (105 amps) is reached on the
ammeter display. If necessary use a carbon pile
tester to apply a load on the alternator. Record
the voltage on the voltmeter.
If the reading is greater than 0.5 volts, check all
wire connections between the alternator and
the battery. Check the condition of each cable.
Clean, repair or replace cables and connections, as necessary. If the reading is less than
0.5 volts, the cable is good. Turn off the vehicle
loads and shut off the engine.
VOLTAGE REGULATOR
ADJUSTMENT
The voltage regulator is factory set to operate at 28.2
volts. If adjustment is necessary after performing the
alternator performance test, follow the steps below.
1. Access the voltage regulator adjustment screw.
Refer to Figure 10-7 for the location of the
adjustment screw.
2. Install a voltmeter across the positive and negative output terminals of the alternator. Install an
ammeter at least 15 cm (6 in.) away on the positive output cable. Refer to Figure 10-1.
3. Start the engine and operate at approximately
850 rpm (alternator @ 3000 rpm).
4. Create an electrical load of 10-15 amps by turning on lights or other accessories.
5. Check the voltage on the voltmeter. Acceptable
voltage ranges from 27.8 - 28.4 volts with the
desired voltage being 28.2 volts.
If it is necessary to adjust the voltage, turn the
adjustment screw clockwise to raise the voltage. Turn the screw counterclockwise to lower
the voltage.
If the voltage cannot be adjusted to within the
specifications, the alternator is defective and
must be replaced.
FIGURE 10-3. NEGATIVE CABLE TEST
FIGURE 10-4. VOLTAGE REGULATOR

ADJUSMENT SCREW
D10-6
Charging System
04/08 D10004
ALTERNATOR
Removal
1. Park the truck and shut off the engine. Disconnect the batteries with the battery disconnect
switch located on the battery box.
2. Tag all cable and wire connections at the rear of
the alternator and disconnect.
3. Remove the cap screws that secure belt guard
(2, Figure 10-5). Remove the belt guard assembly from the engine.
FIGURE 10-6. ALTERNATOR PULLEY

1. Nut
2. Pulley
FIGURE 10-5. ALTERNATOR BELT GUARD

1. Capscrews
2. Belt Guard
4. Use a breaker bar to rotate the belt tensioner to

remove the tension from the alternator belt.
With the tensioner released, remove the belt
from the alternator pulley.
Inspect the alternator belt for glazing, cracks or
others signs of wear. If excessively worn, discard the belt.
5. If it is necessary to remove the belt pulley,
remove pulley nut (1, Figure 10-6) and the
washer that secures pulley (2) to the alternator.
Remove the pulley.
6. Remove the mounting cap screws (2, Figure
10-7) from the alternator.
FIGURE 10-7. ALTERNATOR MOUNTING

1. Alternator
2. Mounting Cap Screw
7. Lift the alternator from the mounting bracket.
D10004 04/08
Charging System
D10-7
Installation
1. Ensure the battery disconnect switch on the
battery box is open in order to isolate battery
power from the truck.
2. Place the alternator into position on the mounting bracket. Install mounting cap screws (2, Figure 10-7)
3. If removed, install pulley (2, Figure 10-2), and
secure with nut (1) and the washer. Tighten to
102 7 Nm (75 5 lb ft).
4. Attach the cable and wire connections at the
rear of the alternator.
5. Use a breaker bar to rotate the belt tensioner to
allow installation of the drive belt. Install the belt
and ensure the belt is aligned and positioned
properly in the grooves.
6. Place belt guard (2, Figure 10-1) into position
over the alternator. Install the cap screws that
secure the guard to the engine.
7. Connect battery power to the truck by closing
the battery disconnect switch on the battery
box.
8. Verify the alternator is charging properly. Refer
to Alternator Performance Test.
D10-8
Charging System
04/08 D10004
FIGURE 10-8. ALTERNATOR - EXPLODED VIEW

1. Front Housing
2. Rotor Assembly
3. Stator Assembly
4. Rear Housing
5. Fan
6. Pulley
7. Front Bearing
8. Rear Needle Bearing
D10004 04/08
9. Front Bearing Retainer

10. Rear Bearing Seal
11. Positive Diode Ring
12. Negative Diode Ring
13. Rectifier Cable, Rectifier-A/C Cable
14. Woodruff Key
15. Terminal Stud Package

- Negative
- Positive
- A/C
18. Thru Bolt Package
19. Cover Shield
Charging System
20. Terminal Block

21. Coil Assembly
22. Pulley Locknut
23. Flat Washer
24. A/C Flag Terminal
25. Regulator
26. Spacer
27. Hardware Package
D10-9
FIGURE 10-9. ALTERNATOR WIRING DIAGRAM
D10-10
Charging System
04/08 D10004
SECTION D11
AUTOMATIC TRANSMISSION CONTROLLER
INDEX
AUTOMATIC TRANSMISSION CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-3

GEAR SELECTOR POSITIONS AND AUTOMATIC GEAR SHIFTING RANGES . . . . . . . . . . . D24-4
TRANSMISSION OPERATING MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5
NETWORK DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5
SHIFT LOGIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7
Shift Lever Position D, Up-Shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7
Shift Lever Position D, Down-Shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7
Shift Lever Positions 6, 5, 4, 3, 2, L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7
Shift Lever Positions R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7
Shift Lever Position N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7
Gear Shift Time Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7
SAFETY FUNCTIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8
Down-Shift Inhibitor Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8
Neutral Safety Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8
Directional Inhibit Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8
Powertrain Overrun Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8
Reverse Safety (Dump Body Raised) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8
Speed Range Limit Function (Dump Body Raised) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8
Self-diagnostic function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8
ATC REAL TIME MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-9
LIMP HOME MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-9
Limp Home Procedure 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-12
D11012 08/11
Automatic Transmission Controller
D11-1
NOTES
D11-2
08/11 D11012
AUTOMATIC TRANSMISSION CONTROLLER
FIGURE 11-1. AUTOMATIC TRANSMISSION CONTROLLER

The automatic transmission controller (ATC) is
located behind the passenger seat in the rear electrical compartment. The main function of the controller
is to manage the operation of the automatic transmission.
Those valves control the initial pressure, buildup

rate, and torque-off time of each clutch according to
the condition of the machine to reduce the gearshift
shocks, prevent gearshift hunting, and improve the
durability of the clutch.
Upon receiving the shift position signal from the shift

lever, acceleration signal from the accelerator pedal,
speed signal from the transmission, and signals from
various switches and sensors, the ATC automatically
sets the transmission in the most suitable gear
speed.
Upon receiving the signals from the switches and

sensors to drive the display, cautions, and pilot lamps
of the machine monitor, the transmission controller
sends them to the network.
In addition, the ATC controls the torque converter

lockup system and the brake system to prevent overrun.
Each of the clutch packs of the transmission and the
torque converter lockup clutch pack has electronically controlled modulation valves to control the
clutches independently.
D11012 08/11
The ATC has a self-diagnostic function which divides

the input and output systems further into small parts.
The self-diagnostic function is displayed on the
machine monitor display.
Speed sensors are installed at four places (engine,
transmission input shaft, intermediate shaft, and output shaft). This makes it possible to detect slippage
of the transmission clutches and to protect the transmission when there is any abnormality in the hydraulic system.
D11-3
When an abnormality is detected, the ATC transmits

the details to the network and to the machine monitor
to display the failure.
The ATC also provides a limp home mode in the
event of a failure in the electrical system. The limp
home mode can be used to drive an impaired truck to
a safe location for repair.
GEAR SELECTOR POSITIONS AND

AUTOMATIC GEAR SHIFTING
RANGES
The automatic gear shifting ranges for each position
of the range selector lever are shown in Figure 11-2.
Note that when the operator selects D, the recommended range for normal operation, the transmission
controller will engage 2nd gear and automatically
shift through the 3rd through 7th gear ranges as
required. This will result in the most economical operation. If the operator selects 3, 4, or 5, the transmission will initially select 1st gear and then upshift only
as far as the gear selected. These positions provide
more effective retarding on grades.
If the F1 start switch is activated, the transmission
will always start in F1 even though the shift lever is in
the DRIVE position. This switch is used for the inhibition of driving under the torque converter range. For
example, torque converter lock-up clutch off if in F2
and available for prevention of torque converter overheat.
FIGURE 11-2. GEAR RANGES
FIGURE 11-3. AUTOMATIC GEARSHIFTING GRAPH
D11-4
08/11 D11012
TRANSMISSION OPERATING MODES
NETWORK DATA
Transmission upshifts or downshifts are determined

by two types of shift maps programmed into the
transmission controller. The table below shows the
conditions that must be satisfied for the transmission
controller to select either the braking mode or the
normal mode.
The following tables list the data transmitted from the

transmission controller to the network.
RTCDB1 (Machine Monitor and Retard Controller)
(Updated every 10 msec)
Number
OPERATING MODES
MODE
CONDITIONS
Braking
Mode
When either of the following conditions are

satisfied:
1. Rear brake signal ON (service brake,
retarder, or emergency brake applied)
2. Accelerator pedal released.
Normal
Mode
All other conditions
Output shaft rotation number
Engine Speed
Brake command (front wheel)
Brake command (rear wheel)
Accelerator pedal position

In the braking mode of operation, the down-shift point

and up-shift point are both raised, increasing engine
rpm to provide additional oil flow for retarder cooling,
and to increase engine braking.
D11012 08/11
Item
Number
Item
Gear speed
Shift lever position
Torque converter oil temperature
Lock-up status
F1 start switch
Neutral safety alarm
Overrun alarm
Emergency escape condition
Status of overrun prevention brake
10
Model setting abnormality condition
11
Option setting abnormality condition
12
Alternator R terminal
13
Key switch C terminal
14
Engine speed sensor abnormality
15
Throttle sensor abnormality condition
16
Fuel level
17
Engine coolant temperature
18
Body seating
19
Float caution
20
Service brake signal
21
Retarder brake signal
22
Parking brake signal
23
ARSC operation (ready lamp)
24
ASR command (operation ON/OFF)
25
Steering oil pressure low
26
Brake accumulator pressure low
D11-5

Number
Item
RPC-k (irregularly updated)

Number
Item
27
ARSC travel speed setting
Model selection information
28
Retarder oil temperature (front)
29
Retarder oil temperature (rear, left)
30
Retarder oil temperature (rear, right)
31
Retard controller model setting fault
32
Retard controller option setting fault
Option selection information

[Option item]
a. Maximum gear speed setting
b. Maximum gear speed setting for the
body-up state
c. Correction amount for tire size
The following tables list the data transmitted from the

network to the transmission controller.
Number
Item
Seat unoccupied judgement
Retarder switch condition (front)
Retarder switch condition (rear)

Number
Item
Service meter
AISS inhibit switch
Engine coolant temperature
Service brake signal
Retarder brake signal
Parking brake signal
ARSC operation (ready lamp)
ASR command (operation ON/OFF)
Steering oil pressure lowered
10
Brake accumulator pressure low
11
Retard controller model setting fault
12
Retard controller option setting fault
13
ARSC travel speed setting
14
Retarder oil temperature (front)
15
Retarder oil temperature (rear, left)
16
Retarder oil temperature (rear, right)
D11-6
08/11 D11012
SHIFT LOGIC
NOTE: Safety functionality of the ATC may cause the
transmission to operate in a manner different than
described below. Refer to Safety Functionality in this
chapter for more information.
Shift Lever Positions R
Shift Lever Position D, Up-Shifting
Shift Lever Position N
When the shift lever is set in position D, the transmission is set to the F2 torque converter range. When
the accelerator pedal is depressed, the engine speed
increases. When the transmission input shaft speed
reaches 1250-1300 rpm, the lock-up clutch is
engaged, so the torque converter is directly engaged
and the transmission is set to direct travel.
None of the transmission clutches are actuated in N.
When engine speed reaches 1950-1960 rpm, the

transmission up-shifts to F3.
While the transmission is up-shifting, engine speed is
lowered. A command is sent to the engine controller
in order to reduce the shock when shifting.
Immediately after up-shifting, engine speed momentarily goes down, but as the truck accelerates, engine
speed rises again. The transmission up-shifts to F4
through F7 in the same manner as described above.
The transmission can only operate in reverse in one

gear range.
Gear Shift Time Delay

In the automatic shift range, a time delay is used to
prevent the gears from being shifted within a set
time. The time delay is used to prevent erratic shifting caused by excessive variation in speeds during
the shift.
The gearshifting time delay is controlled precisely
by each gearshifting pattern through the use of
the all-range electronic modulation system.
The approximate values for the gearshifting
pattern and gearshifting time delay are shown in
the diagram below.
Shift Lever Position D, Down-Shifting

When the load increases and engine speed
decreases to 1300-1390 rpm, the transmission
down-shifts one gear range. For example, when traveling in F7, the transmission down-shifts to F6.
As engine speed decreases further and the transmission down-shifts in turn to F2, the torque converter
lock-up clutch is disengaged and the transmission
enters torque converter drive.
FIGURE 11-4. GEARSHIFT TIME DELAY
NOTE: In the above explanation, the set speed or

actuation may differ according to travel conditions.
For details, see the automatic gearshifting graph,
Figure 11-3.
Shift Lever Positions 6, 5, 4, 3, 2, L
The shift logic when automatically shifting from F1 to
(F6, F5, F4, F3, F2) is the same as "shift lever position D", described above.
D11012 08/11
D11-7
SAFETY FUNCTIONALITY
Down-Shift Inhibitor Function
Powertrain Overrun Prevention
When the shift lever is moved from a higher gear

down to a lower gear while skipping gears in
between, the down-shift inhibitor prevents the transmission from skipping ranges.
The powertrain overrun prevention function prevents

overrun of the engine, torque converter, and transmission, improving durability and reliability.
For example, when traveling in D (F7), even if the

shift lever is moved to 5, the transmission does not
shift directly from F7 to F5. It down-shifts incrementally from F7 to F6 to F5 with regard to travel speed.
This prevents hard shifting of the transmission, even
in the event of operator error.
If engine speed increases to more than 2250 rpm,

the central warning lamp flashes and the alarm
buzzer sounds to signal an overrun condition.
If engine speed increases to more than 2300 rpm,
the rear brake is automatically actuated. However,
even if engine speed is below 2300 rpm, the brake is
automatically actuated if a symptom of overrun is
detected.
Neutral Safety Function

This function prevents the engine from starting when
the shift lever is not in the N position. This prevents
the machine from moving unexpectedly when the
engine is started.
Reverse Safety (Dump Body Raised)

The truck will not travel in reverse if the dump body is
not completely lowered.
Directional Inhibit Function

When traveling in reverse at a speed of more than 4
km/h (3 mph), the directional inhibit function prevents
the transmission from shifting to a forward gear
regardless of shift lever position. When this occurs,
the engine speed is lowered to reduce the travel
speed, and when the travel speed falls below 4 km/h
(3 mph) the transmission is then shifted to a forward
gear.
The same occurs when traveling in a forward gear at
a speed of more than 4 km/h (3 mph). The directional
inhibit function prevents the transmission from shifting in reverse regardless of shift lever position. When
this occurs, the speed range is automatically shifted
to N, and the engine speed is lowered to reduce the
travel speed. When the travel speed falls below 4
km/h (3 mph), the transmission is shifted to reverse.
When starting the engine, if the machine is already in
motion, at a speed of more than 4 km/h (3 mph), the
machine will not move and the transmission will be
held at N, regardless of shift lever position.
When travel speed falls below 4 km/h (3 mph), the
transmission will engage the proper gear according
to shift lever position.
Speed Range Limit Function (Dump Body

Raised)
If the body is not completely lowered after dumping a
load, up-shifting is limited.
If the shift lever is in D, the truck will start in F2 or F1
if the F1 start switch is on. If the shift lever is anywhere in between positions 6 through L, the truck
starts in F1. The transmission will not up-shift until
the body is completely lowered.
Self-diagnostic function
The controller performs self-diagnosis of the system
and displays any abnormalities. The details of the
self-diagnosis are displayed on a monitor. If any
abnormality is detected during self-diagnosis, the
abnormality data is transmitted to the network and is
displayed as an action code on the machine monitor.
The transmission system caution, warning lamp, or
alarm buzzer may also be actuated.
The directional inhibit function prevents overload on

the powertrain, improving durability and reliability.
D11-8
08/11 D11012
ATC REAL TIME MONITORING

The state of the transmission controller input and
output signals can be checked using the real-time
monitor function on the machine monitor. Refer to
Section D, Machine Monitor, for an overview of using
the machine monitor.
D11012 08/11
LIMP HOME MODE

If any problem occurs in the transmission electrical
system it may disable the engine and prevent travel
via the transmission.
If such a problem occurs, it may be possible to temporarily restore the transmission electrical system to
move the truck to a safe place. Refer to Table 1 for
information on determining limp home procedures.
D11-9
TABLE 1. LIMP HOME CONDITIONS AND PROCEDURES

Failure
Code
Condition When
Problem Occurred
Limp Home
Procedure
Starting Gear Speed Set With Lever

Position After Escape Operation
1500L0
Condition 2
Procedure 2
15G0MW
Condition 2
Procedure 3
D L: F2
15H0MW
Condition 7
Procedure 1
D L: F2, R: R
15J0MW
Condition 7
Procedure 1
D L: F2, R: R* (RM)
15K0MW
Condition 7
Procedure 3
D L: F1, R: R
15L0MW
Condition 7
Procedure 3
D L: F2, R: R
15M0MW
Condition 7
Procedure 3
D L: F2, R: R
15X0MW
Condition 7
Procedure 1
D L: F1, R: R
15SBL1
Condition 7
Procedure 1
15SBMA
Condition 3
Procedure 1
D L: F2
R: R
15SCL1
Condition 7
Procedure 1
D L: F3
15SCMA
Condition 7
Procedure 1
D L: F2, R: R
15SDL1
Condition 7
Procedure 1
D L: F1, R: R
15SDMA
Condition 7
Procedure 1
D L: F2, R: R* (M,R)
15SEL1
Condition 7
Procedure 1
D L: F2
15SEMA
Condition 7
Procedure 1
D L: F1, R: R
15SFL1
Condition 7
Procedure 1
D L: F1
15SFMA
Condition 7
Procedure 1
D L: F2, R: R
15SGL1
Condition 7
Procedure 1
D L: F3* (L,3rd)
15SGMA
Condition 7
Procedure 1
D L: F2, R: R
15SSL1
Condition 7
Procedure 1
D L: F2, R: R* (M,R)
15SSMA
Condition 3
Procedure 1
D L: F1, R: R
15SJMA
Condition 1
Procedure 1
D L: F2, R: R
DAQ0KK
Condition 1
Procedure 5
If display becomes normal, machine

can travel normally (Note 1).
DAQ2KK
Condition 1
Procedure 4

DAQ9KQ
Condition 4
Procedure 6
DAQRKR
Condition 2
Procedure 5

DAQRMA
Condition 4
Procedure 1
D L: F2, R: R
DDTHKA
Condition 1
Procedure 1
D L: F3
DDTJKA
Condition 1
Procedure 1
D L: F1, R: R
DDTKKA
Condition 1
Procedure 1
D L: F2
DDTLKA
Condition 1
Procedure 1
D L: F1
DDTMKA
Condition 1
Procedure 1
D L: F3* (L,3rd)
DDTNKA
Condition 1
Procedure 1
R: R
DDTRKA
Condition 1
Procedure 1
D L: F2, R: R* (M,R)
DF10KA
Condition 5
Procedure 7

D11-10
Remarks
Condition 1
Gear speed is kept fixed even
after restart.
If lever is set to N position, gear is
set in neutral.
Condition 2
Transmission shifts to neutral
suddenly during travel. Once the
truck stops, the transmission
remains in neutral, but the truck
will not start when lever is operated.
Condition 3
suddenly during travel.
Condition 4
After engine is started, gear is
kept in neutral and machine does
not start when lever is operated.
Condition 5
Lever responds abnormally and
does not work. If lever is operated, gear is set in neutral.
Condition 6
Gear speed is kept fixed and gear
is not shifted from fixed gear after
machine restarts.
set in neutral but cannot be
shifted any more.
Condition 7
Proper clutch for travel is used
and gear speed is fixed. If there is
not proper clutch, gear is set in
neutral.
If lever is in N position, gear is set
in neutral.
Note 1
Even if problem disappears, gear
is kept in neutral until the lever is
moved
08/11 D11012
TABLE 1. LIMP HOME CONDITIONS AND PROCEDURES

Failure
Code
Condition When
Problem Occurred
Limp Home
Procedure
Starting Gear Speed Set With Lever

Position After Escape Operation
DF10KB
Condition 5
Procedure 7

DLE2KA
Condition 1
Procedure 1
D L: F1, R: R
DLE2LC
Condition 1
Procedure 1
D L: F1, R: R
DLF1KA
Condition 1
Procedure 1
D L: F2, R: R
DLF1LC
Condition 1
Procedure 1
D L: F2, R: R
DLF2KA
Condition 1
Procedure 1
D L: F2, R: R
DLF2LC
Condition 1
Procedure 1
D L: F2, R: R
DLT3KA
Condition 6
Procedure 3
D L: F2, R: R
DLT3LC
Condition 6
Procedure 3
D L: F2, R: R
DXH1KA
Condition 1
Procedure 1
D L: F2, R: R
DXH1KB
Condition 1
Procedure 1
D L: F2, R: R
DXH1KY
Condition 1
Procedure 1
D L: F2, R: R
DXH2KA
Condition 7
Procedure 1
D L: F2, R: R
DXH2KB
Condition 7
Procedure 1
D L: F2, R: R
DXH2KY
Condition 7
Procedure 1
D L: F3
DXH3KA
Condition 7
Procedure 1
D L: F2, R: R* (M,R)
DXH3KB
Condition 7
Procedure 1
D L: F2, R: R* (M,R)
DXH3KY
Condition 7
Procedure 1
D L: F1, R: R
DXH4KA
Condition 7
Procedure 1
D L: F1, R: R
DXH4KB
Condition 7
Procedure 1
D L: F1, R: R
DXH4KY
Condition 7
Procedure 1
D L: F2
DXH5KA
Condition 7
Procedure 1
D L: F2, R: R
DXH5KB
Condition 7
Procedure 1
D L: F2, R: R
DXH5KY
Condition 7
Procedure 1
D L: F1
DXH6KA
Condition 7
Procedure 1
D L: F2, R: R
DXH6KB
Condition 7
Procedure 1
D L: F2, R: R
DXH6KY
Condition 7
Procedure 1
D L: F3* (L,3rd)
DXH7KA
Condition 3
Procedure 1
D L: F2
DXH7KB
Condition 3
Procedure 1
D L: F2
DXH7KY
Condition 7
Procedure 1
DXJ7KA
Condition 3
Procedure 1
D L: F1, R: R
DXJ7KB
Condition 3
Procedure 1
D L: F1, R: R
DXJ7KY
Condition 7
Procedure 1
D L: F2, R: R* (M,R)
D11012 08/11
R: R
Remarks
Condition 1
Gear speed is kept fixed even
after restart.
set in neutral.
Condition 2
suddenly during travel. Once the
truck stops, the transmission
remains in neutral, but the truck
will not start when lever is operated.
Condition 3
suddenly during travel.
Condition 4
After engine is started, gear is
kept in neutral and machine does
not start when lever is operated.
Condition 5
Lever responds abnormally and
does not work. If lever is operated, gear is set in neutral.
Condition 6
Gear speed is kept fixed and gear
is not shifted from fixed gear after
machine restarts.
set in neutral but cannot be
shifted any more.
Condition 7
Proper clutch for travel is used
and gear speed is fixed. If there is
not proper clutch, gear is set in
neutral.
If lever is in N position, gear is set
in neutral.
D11-11
Limp Home Procedure 1
1. Stop the truck and move the shift lever to the N

position.
2. Move the shift lever again to the desired gear
and drive the truck.
- NDL or NR
1. Check power to the transmission controller. If

no problem is found, replace the transmission
controller.

1. Check the model selection setting. If it is normal, see adjustment of transmission controller.

1. Tow the machine.
If the engine cannot be started, the parking
brake cannot be released without an alternate
hydraulic power source. Refer to Disabled
Truck Steering and Braking in Section A3 for
more information.

1. Check power to the shift lever. If no problem is
found, replace the shift lever.

1. Stop the truck, move the shift lever to N and
2. Locate connector CN041 in the operator cab
behind the electronic display panel (EDP).
3. The key switch must be in the ON position and/
or the engine must be on to switch into limp
home mode. Momentarily disconnect the limp
home jumper from connector CN041 to put the
machine in limp home mode. Plug the jumper
back into the connector.
4. Start the engine. The truck will stay in the limp
home mode until the key switch is turned OFF.

1. Check power to the ECMV solenoids. If no
problem is found, replace the transmission controller.
D11-12
08/11 D11012
SECTION D15
MACHINE MONITOR
INDEX
MACHINE MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-3

CHARACTER DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-3
Mode Select Switches 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-4
Service Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-4
Odometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-4
Operation Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-4
Reverse Travel Odometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-5
Filter And Oil Change Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-5
Display Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-6
Resetting The Filter/Oil Replacement Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-6
Inputting Telephone Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-7
Selecting A Language . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-7
ACTION CODE DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-8
E03 Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-8
E02 Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-9
E01 Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-9
REAL TIME MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-10
USING REAL TIME MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-10
Viewing Two Streams of Data At Once . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-11
Real Time Monitoring Codes 12
MACHINE MONITOR FLOW CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D15-16
D15002
Machine Monitor
D15-1
NOTES
D15-2
Machine Monitor
D15002
MACHINE MONITOR
CHARACTER DISPLAY
FIGURE 15-1. Electronic Display Panel

1. Electronic Display Panel
2. Character Display
Normally, the service meter/odometer is displayed on

the character display.
If the machine experiences a failure or if it is necessary to perform maintenance, an action code is displayed to recommend a suitable response.
When filter replacement or an oil change is necessary, the maintenance monitor caution lamp will
flash, and the filter or oil to be replaced is displayed.
This will occur after completion of the system check
with the key switch in the ON position. Refer to Filter
And Oil Change Display later in this chapter.
Check the display to verify that there are no faults
before driving the truck.
The following table lists the various displays of the
character display while in Operator Mode. Service
related information can be obtained in the service
modes.
D15002
Operator mode
1
Service meter, odometer display (default)*
Operation Information
Reverse travel distance display function
Filter replacement, oil change interval display

function
Telephone number input function
Language selection function
PLM setup function
Action code display function
Failure code display function
*PLM information will override the default display when

input is sent from VHMS. An active action code will also
override the default display.
Machine Monitor
D15-3
Mode Select Switches 1 & 2

If the key switch is in the OFF position, the () portion of mode select switch 1 can be pressed to display the service meter.
NOTE: If the service meter/odometer stays on while
the key switch in the OFF position, a failure has
occurred. Contact your Komatsu distributor for
inspection.
Odometer
FIGURE 15-2. MODE SELECT SWITCHES

Mode select switches 1 & 2 (Figure 15-2) are used to
scroll through the machine monitor character display.
The button commands are as follows:
1
Select, Run
Cancel, Release, Select (Yes/No Only)
Right, Next, Continue
Left, Previous, Return

This meter indicates the total distance traveled in
kilometers. The service meter/odometer is the default
display.
Service Meter
If the key switch is in the OFF position, the () portion of mode select switch 1 can be pressed to display the odometer.
Operation information allows the operator to view the
total payload and dump counter.
This meter displays the total time that the machine

has been operating. While the engine is on, the service meter/odometer is the default display. The service meter advances by one for each hour of engine
operation, regardless of engine speed. The service
meter advances even if the machine is not moving.
To display operation information, the character display must be at the service meter/odometer display
(or an action code, if present). If another display is
showing, turn the key switch to OFF, then back to
ON. After the initial check and the service meter/
odometer is displayed, press the () portion of mode
select switch 1. The display should switch to operator
information.
NOTE: PLM information will override the default

display when input is sent from VHMS. An active
action code will also override the default display.
D15-4
Machine Monitor
D15002
Filter And Oil Change Display

After completion of the system check after turning the
key switch to ON, the character display will indicate
the filters and oil which are near the replacement
interval. When a maintenance interval reaches 30
hours before replacement, it will be displayed. The
maintenance caution lamp will flash or illuminate at
the same time. This will occur for 30 seconds.
As replacement intervals approach, the maintenance
caution lamp flashes. If a replacement interval has
been exceeded, the lamp illuminates steady.
Reverse Travel Odometer

This meter indicates the total distance traveled in
reverse.
1. To display the reverse travel odometer, the
character display must be at the service meter/
odometer display (or an action code, if present).
If another display is showing, turn the key
switch to OFF, then back to ON. After the initial
check and the service meter/odometer is displayed, press the () portion of mode select
switch 1. The display should switch to the operation information display.
The top line of the character display lists the name

and ID number of the item needing replacement. The
bottom line displays the remaining time until replacement and the total number of times the item has been
replaced. If there two or more items to be displayed,
they alternate at three second intervals. If there are
more than 10 items to be displayed, all the items are
displayed once time.
The display will be active for 30 seconds, and will
switch back to the default display. The filter and oil
change display will return again only when the key
switch is turned to the ON position again.
If an action code is present however, the filter and oil
change display will not be displayed until the action
code has been removed.
After replacing the filter or changing the oil, reset the
replacement interval. Refer to Resetting The Filter/
Oil Replacement Meter.
2. Press (>) or (<) on mode select switch 2 to

scroll to the reverse odometer display.
3. To close the display, press the () portion of
mode select switch 1 or turn the key switch to
OFF.
D15002
Machine Monitor
D15-5
Display Items
Item
Interval
In Hours
Character
Display
ID
Number
Fuel filter
250
FUEL FILT
03
Engine oil filter
250
ENG FILT
02
Engine oil
250
ENG OIL
01
Transmission
oil filter
500
TM FILT
13
Corrosion
resistor
250
CORR RES
06
Torque converter,
transmission
and brake cooling
oil
1000
TC/TM/BKOIL
24
Brake cooling
oil filter
1000
BK C FILT
16
Hydraulic
oil filter
1000
HYD FILT
04
Differential
case oil
2000
DIFF OIL
11
Final drive oil
2000
FNL OIL
08
Hydraulic oil
4000
HYD OIL
10
2. Press the () portion of mode select switch 1.

The display will show a component, the replacement time and the number of times it has been
changed. For the following display the fuel filter
replacement time is 500 hr. The filter has been
replaced 9 times.
Refer to Section P2, Lubrication and Service, for

more information on maintenance items.
3. Press (>) or (<) on mode select switch 2 to display the item to be reset.
Resetting The Filter/Oil Replacement Meter

The filter and oil replacement time is displayed on the
character display for items needing maintenance. If a
filter and/or oil have been replaced, reset the filter
and oil change time.
4. When the correct item is displayed, press the

() portion of mode select switch 1. The display
will change to the reset display. The top line displays Reset and Item to be reset alternately.
1. Beginning at the service meter, press the ()

portion of mode select switch 1 to display the
operation information. Press (>) or (<) on mode
select switch 2 until MAINTENANCE MONITOR
is displayed.
D15-6
Machine Monitor
D15002
3. Press () on mode select switch 1. This will

change to the telephone input display. Up to 12
digits can be displayed for the telephone number. Input from the first digits.
5. When resetting the replacement time, press (>)

or (<) on mode select switch 2 to align the cursor with YES, then press () on mode select
switch 1. It will reset and return to the previous
screen.
To abandon, align the cursor with NO, then
press () on mode select switch 1.
To reset the replacement time for another item,
repeat this process. After all items are reset,
press () on mode select switch 1 twice or turn
the key switch to OFF to exit.
4. The cursor is displayed at the input position.

Press (>) or (<) on mode select switch 2 to
scroll through numbers 0-9. To leave a blank,
select *. When the correct digit is displayed,
press () on mode select switch 1. The cursor
will advance to the next position.
Repeat the input process until all digits have
been entered. At the last digit, press () on
mode select switch 1 to input another telephone
number. If there is a mistake in the input or the
input is to be stopped, press () on mode select
switch 1 to return to the previous screen.
Inputting Telephone Numbers

1. Beginning at the service meter display, press
the () on mode select switch 1 to display the
operation information.
scroll to TEL.
When complete, press () on mode select

switch 2 twice to exit or turn the key switch to
OFF. All input telephone numbers will be displayed next time this display is accessed.
Selecting A Language
This function can be used to change the default language for the character display.
1. Beginning at the service meter display, press
the () on mode select switch 1 to display the
operation information.
scroll to the LANGUAGE display.
D15002
Machine Monitor
D15-7
ACTION CODE DISPLAYS
Stop the machine immediately when E03 codes

are displayed. Contact your Komatsu distributor
for repairs.
3. Press the () on mode select switch 1. The

current default language is displayed.
If there is a machine failure or if maintenance is necessary, an action code is displayed on the character
display to recommend a suitable response.
If more than one failure is present, the most important action code is displayed. The order of importance, starting from the highest, is E03, E02, and
E01. If failures of equal importance occur at the
same time, the latest one is displayed.
When action codes E02 or E03 occur, the alarm
buzzer sounds intermittently and the central warning
lamp illuminates.
E03 Codes
select a different language. The available languages are: English, Japanese, German,
French, Italian, Spanish, and Swedish.
When E03 is displayed, stop the machine immediately. Check the failure code, and contact your Komatsu distributor for repairs. Refer to Checking Failure
Codes later in this chapter.
5. Press the () on mode select switch 1 to activate the new language change. The display will
then return to the previous screen.
If the desired language has been set, press ()
on mode selector switch 2 twice or turn the key
switch to OFF to exit.
D15-8
Machine Monitor
D15002
E01 Codes
When an E03 code is present, the top line displays
E03. The bottom line alternates between CHECK
RIGHT NOW and CALL. The display will alternate in
3 second intervals. The telephone number is displayed to the right of CALL. If the telephone number
has not been set, the spaces will be blank. Refer to
Character Display - Inputting Telephone Numbers.
When an E01 code is present, the top line of the

character display will display E01. The bottom line
will either display MAINTENANCE or another
description that indicates the affected system. E01
codes do not require immediate attention. If desired,
the truck can operate until the end of the shift before
returning for service.
E02 Codes
character display will indicate E02. The bottom line
indicates whether the condition of the machine is
related to overspeed or overheat.
When an E02 code is displayed, it is important to act
accordingly.
If an overspeed related fault is displayed, reduce
the engine speed and the speed of the machine.
If an overheat related fault is displayed, safely
stop the machine and operate the engine under
no load at a mid-range speed.
If MAINTENANCE is displayed, check the failure

code and contact your Komatsu distributor for
repairs.
If an action code is still displayed after altering the

operating conditions, check the failure code and contact your Komatsu distributor for repairs.
D15002
Machine Monitor
D15-9
REAL TIME MONITOR

The machine monitor can monitor and display the
condition of various circuits on the machine via sensors and switches. This type of interaction, called
real time monitoring, can be used to troubleshoot the
truck. When the desired circuit is displayed, it will
show whether the output is within the parameters
listed in Table 2.
4. Press (>) or (<) to scroll to the real time monitor

display screen.
5. Press () to advance to the real time monitor

menus. The different monitor menus are listed
in Table 1.
Menus 1-4 in Table 1 each contain several
items that can be monitored in real time. The
monitoring items are listed in Table 2.
FIGURE 19-3. MODE SELECT SWITCHES
Use mode select switch 1 & 2 (Figure 19-1) to scroll

through the machine monitor character display. The
switches are located on the lower left switch panel
USING REAL TIME MONITOR

1. To access the real time monitor, access the service menu screen. To do this, press () and (<)
simultaneously for approximately 6 seconds.
TABLE 1. REAL TIME MONITOR MENUS

No. Display
System And Function
Monitor Panel
Machine monitor system
Transmission
Transmission controller
Brake
RCM controller
VHMS
VHMS controller
2 Items
2 item simultaneous display
6. Press (>) or (<) to scroll through the list of monitoring menus listed in Table 1.
2. Enter the access ID number, 6491. Press (>) to

increase the digit and (<) to decrease the digit.
Press () to move the cursor to the left and ()
to move the cursor to the right.
Press () to advance to the individual monitoring items listed in Table 2. Press (>) or (<) to
scroll through the list of monitored items for that
system. Hold the (>) or (<) to scroll at high
speed.
3. Once the code is entered, press () to advance

to the next display.
D15-10
Machine Monitor
D15002
Example:
Viewing Two Streams of Data At Once
For example, if you would like to monitor throttle

position, press (>) or (<) to scroll through the list
of monitoring menus until TRANSMISSION is
reached.
It is possible to manually select two different items to

view on the machine monitor. This is done by finding
the desired items in Table 2, and entering the 5 digit
code for each item. Follow the steps below to simultaneously view two items.
1. Choose the 2 ITEMS screen from the main

menu listed in Table 1.
Press () to advance to the monitoring items.

Press (>) or (<) to scroll through the list of monitored items until THROTTLE POS is displayed.
The monitor should then show throttle position
displayed in voltage.
2. Press () to advance to the next display.
7. Press () to freeze the data. The () icon will

flash when the data is in hold mode. Press ()
again to make the data active.
3. Determine which two items to view on the monitor. The item list and their five-digit codes are
listed in Table 2.
8. Press () to return to the upper level and the

menu items listed in Table 1.
4. Enter the two, five-digit codes into the machine

monitor.
Press (>) to increase the digit and (<) to
decrease the digit. Press () to move the cursor
to the left and () to move the cursor to the
right.
When the codes have been entered, press ()
to advance to the next display.
The display will now show data for the two

items.
5. Press () to move back to the code input display.
6. Continue to press () to navigate back to the
service menu.
D15002
Machine Monitor
D15-11
Real Time Monitoring Codes

TABLE 2. REAL TIME MONITORING CODES
No.
Code
Output
Unit
Controller Description
RCM
Part number of software
20214
Part number
--
RCM
Application version
20231
Application
--
RCM
Data Version
20232
Version data
--
0.00~5.00
RCM
ARSC set switch
37701
RCM
Front brake cooling valve
39800
ON [1]
OFF [0]
--
RCM
Rear brake cooling valve
39801
ON [1]
OFF [0]
--
RCM
Brake lock switch sense
39900
ON [1]
OFF [0]
--
RCM
Front PPC valve output (command)
33700
0~1000
mA
RCM
Rear left PPC valve output (command)
33802
0~1000
mA
10
RCM
Rear right PPC valve output (command)
33804
0~1000
mA
11
RCM
Front PPC valve output
33701
0~1000
mA
12
RCM
Rear left PPC valve output
33803
0~1000
mA
13
RCM
Rear right PPC valve output
33805
0~1000
mA
14
RCM
Brake apply switch
35100
ON [1]
OFF [0]
--
15
RCM
Front brake apply switch
35102
ON [1]
OFF [0]
--
16
RCM
Retard cooling oil temp (front)
30201
0~160
17
RCM
Retard cooling oil temp (front)
30204
0.00~5.00
18
RCM
Retard cooling oil temp (rear left)
30207
0~160
19
RCM
Retard cooling oil temp (rear left)
30209
0.00~5.00
20
RCM
Retard cooling oil temp (rear right)
30208
0~160
21
RCM
Retard cooling oil temp (rear right)
30210
0.00~5.00
22
RCM
Brake pedal signal
44700
ON [1]
OFF [0]
--
23
RCM
Front brake cooling filter
35701
ON [1]
OFF [0]
--
24
RCM
Brake cooling filter - left
35702
ON [1]
OFF [0]
--
25
RCM
Brake cooling filter - right
35703
ON [1]
OFF [0]
--
26
RCM
Emergency auto apply switch
32101
ON [1]
OFF [0]
--
27
RCM
Emergency Brake switch sense
32102
ON [1]
OFF [0]
--
28
RCM
Empty or loaded
39400
29
RCM
Hydraulic filter
35700
ON [1]
OFF [0]
--
30
RCM
PPC cut valve
34105
ON [1]
OFF [0]
--
31
RCM
PPC cut valve switch
34106
ON [1]
OFF [0]
--
32
RCM
Front retard apply switch
34102
ON [1: Brake apply, PPC active]

OFF [0]
--
33
RCM
Left retard apply switch
34103

OFF [0]
--
34
RCM
Right retard apply switch
34104

OFF [0]
--
35
RCM
Retard lever
33900
0.00~5.00
36
RCM
Retard lever (off)
33901
0.00~5.00
37
RCM
Retard lever (on)
33902
0.00~5.00
38
RCM
Steering accumulator pressure 1
44800
D15-12
Machine Monitor
Loaded [1]
ON [1]
Empty [0]
OFF [0]
--
--
D15002

No.
Code
Output
ON [1]
OFF [0]
Unit
39
RCM
Steering accumulator pressure 2
44801
--
40
RCM
Steering position sensor
35402
-90.0~90.0
41
RCM
Steering position sensor
35400
0.00~5.00
42
RCM
Left front suspension pressure
32803
0.00~20.10
MPa
43
RCM
Left front suspension pressure
32809
0.00~5.00
44
RCM
Right front suspension pressure
32802
0.00~20.10
MPa
45
RCM
Right front suspension pressure
32808
0.00~5.00
46
RCM
T/M output speed
31400
0~32767
rpm
47
RCM
Left wheel speed (rear)
39705
0~32767
rpm
48
RCM
Right wheel speed (rear)
39704
0~32767
rpm
49
T/M
20201
Part number
--
50
T/M
Application version
20223
Application
--
51
T/M
Data Version
20224
Version data
--
52
T/M
Acceleration
38500
Quick [1]
Normal [0]
--
53
T/M
Alternator R
4301
ON [1]
OFF [0]
--
54
T/M
Body seated
34600
ON [1]
OFF [0]
--
55
T/M
Front brake dir
44900
0~100
56
T/M
Rear brake dir
44901
0~100
57
T/M
Coolant temperature
04104
-40~210
58
T/M
1st (ECMV 1 dir)
31602
0~1000
mA
59
T/M
1st (ECMV 1)
31612
0~4000
mA
60
T/M
2nd (ECMV 2 dir)
31603
0~1000
mA
61
T/M
2nd (ECMV 2)
31613
0~4000
mA
62
T/M
3rd (ECMV 3 dir)
31604
0~1000
mA
63
T/M
3rd (ECMV 3)
31614
0~4000
mA
64
T/M
H (ECMV H dir)
31600
0~1000
mA
65
T/M
H (ECMV H)
31610
0~4000
mA
66
T/M
ECMV L dir
31601
0~1000
mA
67
T/M
ECMV L
31611
0~4000
mA
68
T/M
ECMV LU dir
31609
0~1000
mA
69
T/M
ECMV LU
31619
0~4000
mA
70
T/M
ECMV M dir
31640
0~1000
mA
71
T/M
ECMV M
31641
0~4000
mA
72
T/M
ECMV R dir
31606
0~1000
mA
73
T/M
ECMV R
31616
0~4000
mA
74
T/M
Emergency travel
32400
75
T/M
Engine speed
01002
76
T/M
F1 switch
35200
ON [1]
OFF [0]
--
77
T/M
Fill switch
31520
ON [1]
OFF [0]
--
78
T/M
Fill time 1
41802
0~2550
mSec
79
T/M
Fill time 2
41803
0~2550
mSec
80
T/M
Fill time 3
41804
0~2550
mSec
D15002
Machine Monitor
ON [1]
OFF [0]
0~32767
-rpm
D15-13

No.
Code
Output
Unit
81
T/M
Fill time H
41801
0~2550
mSec
82
T/M
Fill time L
41800
0~2550
mSec
83
T/M
Fill time M
41809
0~2550
mSec
84
T/M
Fill time R
41806
0~2550
mSec
85
T/M
Fuel sensor
04201
0~250
86
T/M
Fuel sensor
4200
0.00~5.00
87
T/M
Key switch
32300
88
T/M
Torque converter in pressure
32601
0.00~5.00
MPa
89
T/M
Torque converter in pressure
32602
0.00~5.00
90
T/M
30100
0~160
91
T/M
30101
0.00~5.00
92
T/M
Torque converter out pressure
32603
0.00~5.00
MPa
93
T/M
Torque converter out pressure
32604
0.00~5.00
94
T/M
Transmission filter
33300
95
T/M
Transmission oil temperature
32500
0~160
96
T/M
Transmission oil temperature
32501
0.00~5.00
97
T/M
Transmission speed: in
31200
0~32767
rpm
98
T/M
Transmission speed: mid
31300
0~32767
rpm
ON [1]
Clogged [1]
OFF [0]
Normal [0]
--
--
99
T/M
Transmission speed: out
31400
0~32767
rpm
100
T/M
Throttle mod
36000
-100~100
101
T/M
Throttle position
31700
0.00~5.00
102
T/M
Transmission shift mode
38700
0~17
--
103
T/M
Transmission skip shift
38600
Keep [1]
Normal [0]
--
104
Monitor
20200
Part number
--
105
Monitor
Application version
20221
Application
--
106
Monitor
Data Version
20222
Version data
--
107
Monitor
AISS switch
30400
108
Monitor
Conn chk 1, 2
30700
ON or OFF [1 of 0],
ON or OFF [1 of 0]
--
109
Monitor
Rheostat
30300
0.0~51.0
--
110
Monitor
Sw1, Sw2, Sw3
30800
0~F, 0~F, 0~F
--
111
Monitor
Sw5-1, Sw5-2
30900
ON or OFF [1 of 0],
ON or OFF [1 of 0]
--
112
Monitor
Sw5-3, Sw5-4
30901
ON or OFF [1 of 0],
ON or OFF [1 of 0]
--
113
Monitor
Sw6-1, Sw6-2
30902
ON or OFF [1 of 0],
ON or OFF [1 of 0]
--
114
Monitor
Sw6-3, Sw6-4
30903
ON or OFF [1 of 0],
ON or OFF [1 of 0]
---
37800
ON [CN2B-2:close, CN2B-2:open]
OFF [CN2B-2:open, CN2B-2:close]
+++ [CN2B-2:close, CN2B-2:open]
--- [CN2B-2:open, CN2B-2:close]
115
D15-14
Monitor
ABS
Machine Monitor
ON [Close]
OFF [Open]
--
D15002

No.
116
Monitor
ARSC
Code
Output
Unit
--
37700
--
117
Monitor
ASR
37900
118
VHMS
Body seated
34601
ON [1]
OFF [0]
--
119
VHMS
Inclinometer
32901
-15.0~+15.0
120
VHMS
Inclinometer
32902
0.00~5.10
121
VHMS
Payload
42200
0.0~655.4
122
VHMS
Rate weight
42201
0.0~655.4
123
VHMS
Shift lever N
42500
ON [1]
OFF [0]
--
124
VHMS
Stop run flag
45000
ON [1]
OFF [0]
--
125
VHMS
Front left suspension pressure
32805
0.00~20.10
MPa
126
VHMS
Front left suspension pressure
32811
0.00~5.00
127
VHMS
Front right suspension pressure
32804
0.00~20.10
MPa
128
VHMS
Front right suspension pressure
32810
0.00~5.00
129
VHMS
Rear left suspension pressure
32807
0.00~20.10
MPa
130
VHMS
Rear left suspension pressure
32813
0.00~5.00
131
VHMS
Rear right suspension pressure
32806
0.00~20.10
MPa
132
VHMS
Rear right suspension pressure
32812
0.00~5.00
133
VHMS
Truck status
42400
0~8
--
D15002
Machine Monitor
D15-15
MACHINE MONITOR FLOW CHART
D15-16
Machine Monitor
D15002
D15002
Machine Monitor
D15-17
D15-18
Machine Monitor
D15002
D15002
Machine Monitor
D15-19
NOTES
D15-20
Machine Monitor
D15002
SECTION D20
FAILURE CODES
INDEX
FAILURE CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-3

ACTION CODE DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-3
CHECKING FAILURE CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-4
LIMP HOME MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-5
FAILURE CODE TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D20-6
D20001 03/09
Fault Codes
D20-1
NOTES
D20-2
Fault Codes
03/09 D20001
FAILURE CODES
ACTION CODE DISPLAYS
Stop the machine immediately when E03 codes

are displayed. Contact your Komatsu distributor
for repairs.
If there is a machine failure or if maintenance is necessary, an action code is displayed on the character
display to recommend a suitable response.
If more than one failure is present, the most important action code is displayed. The order of importance, starting from the highest, is E03, E02, and
E01. If failures of equal importance occur at the
same time, the latest one is displayed.
When action codes E02 or E03 occur, the alarm
buzzer sounds intermittently and the central warning
lamp illuminates.
When an E03 code is present, the top line displays

E03. The bottom line alternates between CHECK
RIGHT NOW and CALL. The display will alternate in
3 second intervals. The telephone number is displayed to the right of CALL. If the telephone number
has not been set, the spaces will be blank. Refer to
Character Display - Inputting Telephone Numbers.
E02 Codes
character display will indicate E02. The bottom line
indicates whether the condition of the machine is
related to overspeed or overheat.
When an E02 code is displayed, it is important to act
accordingly.
If an overspeed related fault is displayed, reduce
the engine speed and the speed of the machine.
If an overheat related fault is displayed, safely
stop the machine and operate the engine under
no load at a mid-range speed.
E03 Codes
When E03 is displayed, stop the machine immediately. Check the failure code, and contact your Komatsu distributor for repairs. Refer to Checking Failure
Codes later in this chapter.
If an action code is still displayed after altering the

operating conditions, check the failure code and contact your Komatsu distributor for repairs.
E01 Codes
character display will display E01. The bottom line
will either display MAINTENANCE or another
description that indicates the affected system. E01
codes do not require immediate attention. If desired,
the truck can operate until the end of the shift before
returning for service.
D20001 03/09
Fault Codes
D20-3
The following failure code table is sorted in alphabetical and numerical order.
The Applicable Controller column in the fault code
table indicates the controller that logged the failure.
Below are the controllers:
MON: Machine monitor system
ENG: Engine controller
If MAINTENANCE is displayed, check the failure
code and contact your Komatsu distributor for
repairs.
CHECKING FAILURE CODES

If an action code is present on the character display,
check the failure codes as follows:
1. Press (>) on mode select switch 2 to display the
failure code. The failure code for that action
code will be displayed on the character display.
TM: Transmission controller (ATC)

BK: Retarder controller (RCM)
VHMS Vehicle Health Monitoring System (VHMS)
PLM Payload Meter - The payload meter system is
a function of the VHMS controller. However, PLM will
be displayed on the machine monitor if a failure code
is present.
NOTE: Failure codes in parentheses are not
recorded in the failure history.
2. Press (>) on mode select switch 2 again to see

if any other codes are present. Check the failure
code for each action code present and note. If
no other codes are present, the character display will return to the service meter/odometer.
The six digit code displayed on the top line of the
character display is the failure code. The code displayed to the right of the failure code is the controller
that detected the fault. The bottom line on the character display lists the system where the failure was
generated.
D20-4
Fault Codes
03/09 D20001
LIMP HOME MODE

In some instances, electrical failures in the engine or
transmission systems may prevent the truck from
operating. If this occurs, the operator may be able to
operate the machine by following the limp home procedure.
FIGURE 20-1. LIMP HOME JUMPER
1. Move the shift lever to N and apply the parking

brake.
2. Locate connector CN041 in the operator cab
behind the electronic display panel (EDP).
3. The key switch must be in the ON position and/
or the engine must be on to switch into limp
home mode. Momentarily disconnect the limp
home jumper from connector CN041 to put the
machine in limp home mode. Plug the jumper
back into the connector.
4. Start the engine. The truck will stay in the limp
home mode until the key switch is turned OFF.
Fuse And Circuit Breakers

Before troubleshooting, verify that circuit breakers
and fuses are present and working properly.
D20001 03/09
Fault Codes
D20-5
FAILURE CODE TABLE
Failure
codes
Description
Applicable Action
History
controller code classification
1500L0
Dual engagement of clutches
TM
E03
Mechanical
system
15B0NX
Transmission oil filter: Restriction
TM
E01
Mechanical
system
15F0KM
R to F shifting abuse 1: Operator Error
TM
Mechanical
system
15F0MB
TM
Mechanical
system
15F7KM
Forward clutch disc abuse: Operator Error
TM
Mechanical
system
15G0MW
Reverse clutch: Slipping
TM
E03
Electrical
system
15G7KM
Reverse clutch disc abuse: Operator Error
TM
Mechanical
system
15H0MW
High clutch: Slipping
TM
E03
Electrical
system
15J0MW
Low clutch: Slipping
TM
E03
Electrical
system
15K0MW
1st clutch: Slipping
TM
E03
Electrical
system
15L0MW
2nd clutch: Slipping
TM
E03
Electrical
system
15M0MW
3rd clutch: Slipping
TM
E03
Electrical
system
15SBL1
Reverse clutch ECMV: Fill signal ON, command current OFF
TM
E03
Electrical
system
15SBMA
Reverse clutch ECMV: Malfunction
TM
E03
Electrical
system
15SCL1
High clutch ECMV: Fill signal ON, command current OFF
TM
E03
Electrical
system
15SCMA
High clutch ECMV: Malfunction
TM
E03
Electrical
system
15SDL1
Low clutch ECMV: Fill signal ON, command current OFF
TM
E03
Electrical
system
15SDMA
Low clutch ECMV: Malfunction
TM
E03
Electrical
system
15SEL1
1st clutch ECMV: Fill signal ON, command current OFF
TM
E03
Electrical
system
15SEMA
1st clutch ECMV: Malfunction
TM
E03
Electrical
system
15SFL1
2nd clutch ECMV: Fill signal ON, command current OFF
TM
E03
Electrical
system
15SFMA
2nd clutch ECMV: Malfunction
TM
E03
Electrical
system
15SGL1
3rd clutch ECMV: Fill signal ON, command current OFF
TM
E03
Electrical
system
D20-6
Fault Codes
03/09 D20001
Failure
codes
Description
Applicable Action
History
15SGMA
3rd clutch ECMV: Malfunction
TM
E03
Electrical
system
15SJMA
Lockup clutch ECMV: Malfunction
TM
E03
Electrical
system
15SSL1
Mid clutch ECMV: Fill signal ON, command current OFF
TM
E03
Electrical
system
15SSMA
Mid clutch ECMV: Malfunction
TM
E03
Electrical
system
15X0MW
Mid clutch: Slipping
TM
E03
Electrical
system
2G39MA
Brake Vale: Malfunction
BK
E03
Electrical
system
2G3AMA
Brake Relay Valve: Malfunction
BK
E03
Electrical
system
2G41ZG
Accumulator: Low oil pressure
BK
E03
Mechanical
system
2J00MA
Automatic Emergency Valve: Erratic Behavior
BK
E03
Electrical
system
4A00ZG
Steering system: Low oil pressure
BK
E03
Mechanical
system
4A5WZH
Steering Accumulator 1: Low oil pressure
BK
E01
Mechanical
system
4A5XZH
BK
E01
Mechanical
system
6014NX
Hydraulic filter: Restriction
BK
E01
Mechanical
system
989A00
Engine over-run protection: Activated
TM
E02
Mechanical
system
Alternator: Malfunction
TM
E03
Electrical
system
B@BAZG Engine Oil: Low Engine Oil Pressure
MON
E03
Mechanical
system
B@BCNS Engine: Overheat
MON
E02
Mechanical
system
B@BFZK Fuel System: Fuel level low
MON
Mechanical
system
B@C6NS Brake cooling oil: Overheating (Front)
MON
E02
Mechanical
system
B@C7NS Brake cooling oil: Overheating (Right Rear)
MON
E02
Mechanical
system
B@C8NS Brake cooling Oil: Overheating (Left Rear)
MON
E02
Mechanical
system
B@CENS Torque converter oil: Overheating
MON
E02
Mechanical
system
B@M6NX Brake cooling oil filter (front): Restriction
BK
E01
Mechanical
system
B@M7NX Brake cooling oil filter (#2 Rear): Restriction
BK
E01
Mechanical
system
B@M8NX Brake cooling oil filter (#1 Rear): Restriction
BK
E01
Mechanical
system
AB00MA
D20001 03/09
Fault Codes
D20-7
Failure
codes
Description
Applicable Action
History
C115
Speed Signal Lost
ENG
E03
C124
High Intake Man Press 1
ENG
E02
C135
Oil Press Ckt Failed High
ENG
E02
C141
Oil Press Ckt Failed Low
ENG
E02
C143
Low Oil Press
ENG
E02
C144
Coolant Temp Ckt Failed High
ENG
E02
C145
Coolant Temp Ckt Failed Low
ENG
E02
C146
Coolant Temp Above Normal
ENG
E02
C151
High Coolant Temp
ENG
E03
C153
Intake Man Temp 1 Ckt Failed High
ENG
E02
C154
Intake Man Temp 1 Ckt Failed Low
ENG
E02
C155
High Intake Man Temp 1
ENG
E03
C156
ENG
E02
C157
ENG
E02
C158
ENG
E03
C159
ENG
E02
C161
ENG
E02
C162
ENG
E03
C163
ENG
E02
C164
ENG
E02
C165
ENG
E03
C187
Sensor Supply 2 Ckt Failed Low
ENG
E02
C195
Coolant Level Ckt Failed High
ENG
E02
C196
Coolant Level Ckt Failed Low
ENG
E02
C197
Coolant Level Below Normal
ENG
E02
D20-8
Fault Codes
03/09 D20001
Failure
codes
Description
Applicable Action
History
C212
Oil Temp Ckt Failed High
ENG
E02
C213
Oil Temp Ckt Failed Low
ENG
E02
C221
Ambient Air Press Failed High
ENG
E02
C222
Ambient Air Press Failed Low
ENG
E02
C223
Centinel Burn Valve Below Normal
ENG
E02
C224
Centinel Burn Valve Above Normal
ENG
E02
C227
Sensor Supply 2 Ckt Failed High
ENG
E02
C228
Very Low Coolant Pressure
ENG
E03
C231
Coolant Press Ckt Failed High
ENG
E02
C232
Coolant Press Ckt Failed Low
ENG
E02
C234
Eng Overspeed
ENG
E03
C235
Low Coolant Level
ENG
E03
C237
Multi Unit Sync Error
ENG
E02
C238
ENG
E02
C245
Fan Control Circuit Failed Low
ENG
E02
C261
High Fuel Temp
ENG
E02
C263
Fuel Temp Ckt Failed High
ENG
E02
C265
Fuel Temp Ckt Failed Low
ENG
E02
C271
Fuel Pump Press 1 Ckt Failed Low
ENG
E02
C272
Fuel Pump Press 1 Ckt Failed High
ENG
E02
C285
J1939 PGN Timeout Error
ENG
E02
C286
J1939 Configuration Error
ENG
E02
C319
Real Time Clock - Data Erratic
ENG
E01
C322
Injector Sol Driver Cyl 1 Below Normal
ENG
E02
C323
ENG
E02
D20001 03/09
Fault Codes
D20-9
Failure
codes
Description
Applicable Action
History
C324
ENG
E02
C325
ENG
E02
C331
ENG
E02
C332
ENG
E02
C342
Calibration Incompatibility Error
ENG
E03
C343
ECM Hardware Issue Non Mission Disabling
ENG
E02
C349
Trans Output Shaft Speed Above Normal
ENG
E02
C351
Injector Power Supply Failed
ENG
E02
C352
ENG
E02
C386
Sensor Supply 1 Ckt Failed High
ENG
E02
C415
Very Low Oil Pressure
ENG
E03
C418
WIF Indicator Warning
ENG
E01
C421
Engine Oil Temp Above Normal
ENG
E02
C431
Idle Validation Invalid
ENG
E02
C432
Idle Validation Calibration Error
ENG
E03
C441
Low Battery Voltage
ENG
E02
C442
High Battery Voltage
ENG
E02
C449
High Rail Pressure
ENG
E03
C451
Rail Press Ckt Failed High
ENG
E02
C452
Rail Press Ckt Failed Low
ENG
E02
C487
Ether Bottle Empty
ENG
E02
C488
High Intake Manifold Temp
ENG
E02
C489
AXG Speed Low Error
ENG
E02
C497
Multi Unit Sync Error
ENG
E02
C527
Dual Output A Failed High
ENG
E02
D20-10
Fault Codes
03/09 D20001
Failure
codes
Description
Applicable Action
History
C529
Dual Output B Failed High
ENG
E02
C546
Fuel Del Pressure Ckt Failed High
ENG
E02
C547
Fuel Del Pressure Ckt Failed Low
ENG
E02
C556
High Crankcase Pressure
ENG
E03
C559
Rail Pressure 1 Below Normal
ENG
E02
C599
Aux Commanded Dual Output Shutdown
ENG
E03
C611
Engine Hot Shutdown
ENG
C621
Low Power Cylinder 1
ENG
E01
C622
ENG
E01
C623
ENG
E01
C624
ENG
E01
C625
ENG
E01
C626
ENG
E01
C627
ENG
E01
C628
ENG
E01
C631
ENG
E01
C632
ENG
E01
C633
ENG
E01
C634
ENG
E01
C635
ENG
E01
C636
ENG
E01
C637
ENG
E01
C638
ENG
E01
C671
Exh Temp Ckt Failed Low Cylinder 1
ENG
E01
C672
ENG
E01
D20001 03/09
Fault Codes
D20-11
Failure
codes
Description
Applicable Action
History
C673
ENG
E01
C674
ENG
E01
C675
ENG
E01
C676
ENG
E01
C677
ENG
E01
C678
ENG
E01
C689
Engine Crankshaft Speed Erratic
ENG
E02
C697
ECM Temp Ckt Failed High
ENG
E02
C698
ECM Temp Ckt Failed Low
ENG
E02
C721
ENG
E01
C722
ENG
E01
C723
ENG
E01
C724
ENG
E01
C725
ENG
E01
C726
ENG
E01
C727
ENG
E01
C728
ENG
E01
C731
Engine Speed Cam/Crank Misalignment
ENG
E02
C781
J1939 Datalink 2 Can Not Transmit
ENG
E02
C783
Rapid rise int man temp 1
ENG
E03
C1117
Power Lost with Ignition On
ENG
C1135
J1939 Datalink 2 Can Not Transmit
ENG
E03
C1256
Module ID Input State Error
ENG
E02
C1257
Module ID Input State Error
ENG
E03
C1357
Remote Oil Level Below Normal
ENG
E02
D20-12
Fault Codes
03/09 D20001
Failure
codes
Description
Applicable Action
History
C1358
Accel Pedal Sensor 1 Ckt Failed High
ENG
E02
C1359
Accel Pedal Sensor 1 Ckt Failed Low
ENG
E02
C1361
Remote Accel Pedal 1 Ckt Failed High
ENG
E02
C1362
High Lube Oil Filter Restriction
ENG
E02
C1363
Intake Man Press 1 Below Normal
ENG
E01
C1367
Pre Filter Oil Press Ckt Failed High
ENG
E01
C1368
Pre Filter Oil Press Ckt Failed Low
ENG
E01
C1369
Aux Temp Input 1 Ckt Failed High
ENG
E01
C1371
Aux Press Input 1 Ckt Failed High
ENG
E01
C1372
Aux Press Input 1 Ckt Failed Low
ENG
E01
C1373
Ether Injection Ckt Failed
ENG
E01
C1376
Engine Speed Cam/Crank data Erratic
ENG
E01
C1377
Post Filter Oil Press Ckt Failed High
ENG
E01
C1378
Post Filter Oil Press Ckt Failed Low
ENG
E01
C1381
Aux Temp Input 1 Ckt Exception
ENG
E01
C1383
Intake Man Press 1 Failed High
ENG
E01
C1384
Intake Man Press 1 Failed Low
ENG
E01
C1385
Intake Man Press 2 Failed High
ENG
E01
C1386
Intake Man Press 2 Failed Low
ENG
E01
C1387
J1939 Engine Commanded Shutdown
ENG
C1514
Accel Pedal Pos Sensor Ckt 1 Freq Issue
ENG
E02
C1516
Engine Crankshaft Speed Above Normal
ENG
E01
C1517
ECM Detects Most Severe Fault
ENG
E03
C1518
ECM Detects Moderately Severe Fault
ENG
E02
C1519
ECM Detects Least Severe Fault
ENG
E01
D20001 03/09
Fault Codes
D20-13
Failure
codes
Description
Applicable Action
History
C1521
Exh Temp Ckt Failed High Cylinder 3
ENG
E01
C1522
ENG
E01
C1523
ENG
E01
C1524
ENG
E01
C1525
ENG
E01
C1526
ENG
E01
C1527
ENG
E01
C1528
ENG
E01
C1529
ENG
E01
C1531
ENG
E01
C1532
ENG
E01
C1533
ENG
E01
C1534
ENG
E01
C1535
ENG
E01
C1536
ENG
E01
C1537
ENG
E01
C1544
Aux Pressure Sensor Input 1 Exception
ENG
E01
C1548
Injector Sol Driver 7 Below Normal
ENG
E02
C1549
ENG
E02
C1551
ENG
E02
C1552
ENG
E02
C1553
ENG
E02
C1554
ENG
E02
C1555
ENG
E02
C1556
ENG
E02
D20-14
Fault Codes
03/09 D20001
Failure
codes
Description
Applicable Action
History
C1557
ENG
E02
C1558
ENG
E02
C1559
ENG
E02
C1595
Remote Accel Pedal 1 Ckt Failed High
ENG
E02
C1596
Aux Temp Sensor Input 1 Ckt Failed Low
ENG
E01
C1597
ECM Criticial Internal Failure
ENG
E01
C1618
ENG
E01
C1619
ENG
E01
C1622
ENG
E02
C1634
Intake Man Press 2 Above Normal
ENG
E02
C1638
Intake Man Press 2 Below Normal
ENG
E01
C1843
Crankcase Press Ckt Failed High
ENG
E02
C1844
Crankcase Press Ckt Failed Low
ENG
E02
C1845
WIF Indicator Ckt Failed High
ENG
E01
C1846
WIF Indicator Ckt Failed Low
ENG
E01
C1847
Engine Coolant Temp Exception
ENG
E03
C1852
WIF Indicator Above Normal
ENG
E02
C1888
J1939 Accel Pedal Error
ENG
E01
C1889
J1939 Remote Accel Pedal Error
ENG
E01
C1891
Engine Oil Change Interval Exceeded
ENG
E02
C1911
Inj Rail Pressure Above Normal
ENG
E02
C1984
Intake Man Temp 2 Above Normal
ENG
E02
C1985
ENG
E02
C1986
ENG
E02
C1987
ENG
E02
D20001 03/09
Fault Codes
D20-15
Failure
codes
Description
Applicable Action
History
C1988
ENG
E02
C2121
High Exhaust Temp Cyl 1
ENG
E02
C2122
ENG
E02
C2123
ENG
E02
C2124
ENG
E02
C2125
ENG
E02
C2126
ENG
E02
C2127
ENG
E02
C2128
ENG
E02
C2129
ENG
E02
C2131
ENG
E02
C2132
ENG
E02
C2133
ENG
E02
C2134
ENG
E02
C2135
ENG
E02
C2136
ENG
E02
C2137
ENG
E02
C2138
ENG
E02
C2139
ENG
E02
C2146
ENG
E01
C2147
ENG
E01
C2151
ENG
E01
C2152
ENG
E01
C2157
Rapid Rise Intake Man Temp 2
ENG
E03
C2158
ENG
E03
D20-16
Fault Codes
03/09 D20001
Failure
codes
Description
Applicable Action
History
C2159
Rapid Rise Int Man Temp 4
ENG
E03
C2185
Sensor Supply 4 Ckt Above Normal
ENG
E02
C2186
Sensor Supply 4 Ckt Below Normal
ENG
E02
C2215
Fuel Pump Pressure Below Normal
ENG
E02
C2241
ENG
E03
C2242
ENG
E02
C2243
ENG
E02
C2244
ENG
E03
C2245
ENG
E03
C2246
ENG
E02
C2247
ENG
E02
C2248
ENG
E03
C2261
Fuel Pump Del Pressure Above Normal
ENG
E01
C2262
Fuel Pump Del Pressure Below Normal
ENG
E01
C2265
Lift Pump Supply Ckt Failed High
ENG
E02
C2266
Lift Pump Supply Ckt Failed Low
ENG
E02
C2311
Fuel Injection Valve Ckt Error
ENG
E02
C2321
Engine Crankshaft Speed - Data Erratic
ENG
C2322
Engine Camshaft Speed - Data Erratic
ENG
C2377
Fan Control Ckt Failed High
ENG
E02
C2474
Turbocharger 1 Speed - Data Erratic
ENG
E02
C2557
Aux PWM Driver 1 Ckt Failed High
ENG
E02
C2558
Aux PWM Driver 1 Ckt Failed Low
ENG
E02
C2963
Engine Coolant Temp Above Normal
ENG
C2964
ENG
D20001 03/09
Fault Codes
D20-17
Failure
codes
Description
Applicable Action
History
MON
E03
Electrical
system
Machine monitor: Communication error
TM
E03
Electrical
system
DAQ0KK
Transmission controller power: Source voltage low
TM
E03
Electrical
system
DAQ2KK
Transmission controller/ECMV power: Source voltage low
TM
E03
Electrical
system
DAQ9KQ
Transmission controller: Model Selection Error
MON
E03
DAQRKR Transmission controller: Communication error
MON
E03
DAQRMA Transmission controller: Option Setting Error
MON
E03
DASOMA Engine Malfunction: Red indicator light
MON
E03
Electrical
system
DASOMC Engine Malfunction: Amber indicator light
MON
E01
Electrical
system
DASRKR
Engine: Communication error
MON
E03
Electrical
system
DB10KT
Retarder controller non-volatile memory: Controller error
BK
E01
Electrical
system
DB12KK
Retarder controller solenoid power source: Malfunction
BK
E03
Electrical
system
DB13KK
Retarder controller battery direct power source: Source voltage low
BK
E03
Electrical
system
DB19KQ
Retarder controller: Model selection error
MON
E03
DB1RKR
Retarder controller: Communication error
TM
E03
DB1RMA
Retarder controller: Option setting error
MON
E03
dBBRKR
VHMS Communication Error
MON
E01
Electrical
system
DDB4MA
Brake Sensor: Open or short circuit
BK
E01
Electrical
system
DDD7KX
ARSC switch: Input signal out of range
BK
E03
Electrical
system
DDD8KA
ARSC switch: Open circuit
BK
E03
Electrical
system
DDD8KB
ARSC switch: Short circuit
BK
E03
Electrical
system
DDDAKA ASR Cut switch: Open circuit
BK
E01
Electrical
system
DDDAKB ASR Cut switch: Short circuit
BK
E01
Electrical
system
DDP6MA
Brake Switch: Open or short circuit
BK
E01
Electrical
system
DDTHKA
High clutch fill switch: Open circuit
TM
E03
Electrical
system
DAF9KM
Machine Monitor: Poor Connection
DAFRKR
D20-18
Fault Codes
Electrical
system
Electrical
system
03/09 D20001
Failure
codes
Description
Applicable Action
History
DDTJKA
Low clutch fill switch: Open circuit
TM
E03
Electrical
system
DDTKKA
1st clutch fill switch: Open circuit
TM
E03
Electrical
system
DDTLKA
2nd clutch fill switch: Open circuit
TM
E03
Electrical
system
DDTMKA 3rd clutch fill switch: Open circuit
TM
E03
Electrical
system
DDTNKA
Reverse clutch fill switch: Open circuit
TM
E03
Electrical
system
DDTRKA
Middle clutch fill switch circuit: Open circuit
TM
E03
Electrical
system
DF10KA
Shift lever: Open circuit
TM
E03
Electrical
system
DF10KB
Shift lever: Short circuit
TM
E03
Electrical
system
DGF1KX
Transmission oil temperature sensor: Input signal out of range
TM
E03
Electrical
system
DGR2KB
Retarder oil temperature sensor (right rear): Short to ground
BK
E01
Electrical
system
DGR2KZ
Retarder oil temperature sensor (right rear): Open or short circuit
BK
E01
Electrical
system
DGR3KB
Retarder oil temperature sensor (left rear): Short to ground
BK
E01
Electrical
system
DGR3KZ
Retarder oil temperature sensor (left rear): Open or short circuit
BK
E01
Electrical
system
DGR4KB
Retarder oil temperature sensor (front wheel): Open or short circuit
BK
E01
Electrical
system
DGR4KZ
Retarder oil temperature sensor (Front wheel): Short to ground
BK
E01
Electrical
system
DGT1KX
Torque converter oil temperature sensor: Input signal out of range
TM
E01
Electrical
system
dHP4KX
Right Front Suspension Pressure Sensor: Out of range
BK
E03
Electrical
system
DhP4KX
Right Front Suspension Pressure Sensor: Out of range
VHMS
E03
Electrical
system
dHP5KX
Front Left Suspension Pressure Sensor: Out of range
BK
E03
Electrical
system
DhP5KX
Front Left Suspension Pressure Sensor: Out of range
VHMS
E03
Electrical
system
DHP6KX
Right Rear Suspension Pressure Sensor: Out of Range
VHMS
E03
Electrical
system
DHP7KX
Left Rear Suspension Pressure Sensor: Out of Range
VHMS
E03
Electrical
system
DHT5KX
Torque converter inlet oil pressure sensor: Out of range
TM
E01
Electrical
system
DHT5L6
Torque converter inlet oil pressure sensor: Malfunction
TM
E01
Electrical
system
DHT7KX
Torque converter outlet oil pressure sensor: Out of range
TM
E01
Electrical
system
D20001 03/09
Fault Codes
D20-19
Failure
codes
Description
Applicable Action
History
DHT7L6
Torque converter outlet oil pressure sensor: Malfunction
TM
E01
Electrical
system
DJF1KA
Fuel level sensor: Open circuit
TM
E01
Electrical
system
DK11KX
Accel Pedal Sensor Circuit: Out of range
TM
E03
Electrical
system
DK30KX
Steering angle potentiometer: Open circuit
BK
E01
Electrical
system
DK51KX
Retard Lever Potentiometer: Out of range
BK
E03
Electrical
system
DKH1KX
Inclination Sensor: Out of Range
VHMS
E01
Electrical
system
DL10LC
Wheel Speed Sensor Circuit: Malfunction
BK
E01
Electrical
system
DLE2KA
Engine Speed Sensor: Open circuit
TM
E03
Electrical
system
DLE2LC
Engine Speed Sensor: Malfunction
TM
E03
Electrical
system
DLF1KA
Transmission input shaft speed sensor: Open circuit
TM
E03
Electrical
system
DLF1LC
Transmission input shaft speed sensor: Malfunction
TM
E03
Electrical
system
DLF2KA
Transmission intermediate shaft speed sensor: Open circuit
TM
E03
Electrical
system
DLF2LC
Transmission intermediate shaft speed sensor: Malfunction
TM
E03
Electrical
system
DLF8LC
Right rear wheel speed sensor: Malfunction
BK
E01
Electrical
system
DLF9LC
Left rear wheel speed sensor: Malfunction
BK
E01
Electrical
system
dLt3KA
Transmission output shaft speed sensor: Open circuit
BK
E03
Electrical
system
dLT3KA
BK
E01
Electrical
system
DLT3KA
TM
E03
Electrical
system
dLt3LC
Transmission output shaft speed sensor: Malfunction
BK
E03
Electrical
system
dLT3LC
BK
E01
Electrical
system
DLT3LC
TM
E03
Electrical
system
BK
E01
Electrical
system
MON
E01
Electrical
system
DNCCMA Brake Pedal Proximity Switch: Short circuit

DV00KB
Warning alarm buzzer output: Short circuit
DW78KZ
Rear brake cooling valve: Open or short circuit
BK
E01
Electrical
system
DW79KZ
Front brake cooling valve: Open or short circuit
BK
E01
Electrical
system
D20-20
Fault Codes
03/09 D20001
Failure
codes
Description
Applicable Action
History
DW7FMA Manual emergency brake valve: Malfunction
BK
E03
Electrical
system
DW7GMA Brake valve or brake lock valve: Malfunction
BK
E03
Electrical
system
DWA1K4
BK
E03
Electrical
system
DWA1KA PPC cut valve: Open circuit
BK
E03
Electrical
system
DWA1KB PPC cut valve: Short Circuit
BK
E03
Electrical
system
DWA1KY
BK
E03
Electrical
system
BK
E03
Electrical
system
PPC cut valve: Malfunction (Valve Stuck On)
PPC cut valve: Short to Power
DWA1MA PPC cut valve: Malfunction (Valve Does Not Operate)

DX12K4
Front brake PPC solenoid valve: Malfunction (Valve stuck on)
BK
E03
Electrical
system
DX12KA
Front brake PPC solenoid valve: Open circuit
BK
E03
Electrical
system
DX12KB
Front brake PPC solenoid valve: Short circuit
BK
E03
Electrical
system
DX12KY
Front brake PPC solenoid valve: Short to power
BK
E03
Electrical
system
DX12MA
Front brake PPC solenoid valve: Malfunction (Valve does not operate)
BK
E03
Electrical
system
DX27K4
RIght rear PPC solenoid valve: Malfunction (Valve Stays On)
BK
E03
Electrical
system
DX27KA
RIght rear PPC solenoid valve: Open circuit
BK
E03
Electrical
system
DX27KB
RIght rear PPC solenoid valve: Short Circuit
BK
E03
Electrical
system
DX27KY
RIght rear PPC solenoid valve: Short to Power
BK
E03
Electrical
system
DX27MA
RIght rear PPC solenoid valve: Malfunction (valve does not operate)
BK
E03
Electrical
system
DX28K4
Left rear PPC solenoid valve: Malfunction (valve is stuck on)
BK
E03
Electrical
system
DX28KA
Left rear PPC solenoid valve: Open circuit
BK
E03
Electrical
system
DX28KB
Left rear PPC solenoid valve: Short circuit
BK
E03
Electrical
system
DX28KY
Left rear PPC solenoid valve: Short to power
BK
E03
Electrical
system
DX28MA
Left rear PPC solenoid valve: Malfunction
BK
E03
Electrical
system
DXH1KA
Lockup clutch ECMV output circuit: Open circuit
TM
E03
Electrical
system
DXH1KB
Lockup clutch ECMV output circuit: Short circuit
TM
E03
Electrical
system
DXH1KY
Lockup clutch ECMV output circuit: Short to power
TM
E03
Electrical
system
D20001 03/09
Fault Codes
D20-21
Failure
codes
Description
Applicable Action
History
DXH2KA
High clutch ECMV output circuit: Open circuit
TM
E03
Electrical
system
DXH2KB
High clutch ECMV output circuit: Short circuit
TM
E03
Electrical
system
DXH2KY
High clutch ECMV output circuit: Short to power
TM
E03
Electrical
system
DXH3KA
Low clutch ECMV output circuit: Open circuit
TM
E03
Electrical
system
DXH3KB
Low clutch ECMV output circuit: Short circuit
TM
E03
Electrical
system
DXH3KY
Low clutch ECMV output circuit: Short to power
TM
E03
Electrical
system
DXH4KA
1st clutch ECMV output circuit: Open circuit
TM
E03
Electrical
system
DXH4KB
1st clutch ECMV output circuit: Short circuit
TM
E03
Electrical
system
DXH4KY
1st clutch ECMV output circuit: Short to power
TM
E03
Electrical
system
DXH5KA
2nd clutch ECMV output circuit: Open circuit
TM
E03
Electrical
system
DXH5KB
2nd clutch ECMV output circuit: Short circuit
TM
E03
Electrical
system
DXH5KY
2nd clutch ECMV output circuit: Short to power
TM
E03
Electrical
system
DXH6KA
3rd clutch ECMV output circuit: Open circuit
TM
E03
Electrical
system
DXH6KB
3rd clutch ECMV output circuit: Short circuit
TM
E03
Electrical
system
DXH6KY
3rd clutch ECMV output circuit: Short to power
TM
E03
Electrical
system
DXH7KA
R clutch ECMV output circuit: Open circuit
TM
E03
Electrical
system
DXH7KB
R clutch ECMV output circuit: Short circuit
TM
E03
Electrical
system
DXH7KY
R clutch ECMV output circuit: Short to power
TM
E03
Electrical
system
DXJ7KA
Mid clutch ECMV output circuit: Open circuit
TM
E03
Electrical
system
DXJ7KB
Mid clutch ECMV output circuit: Short circuit
TM
E03
Electrical
system
DXJ7KY
Mid clutch ECMV output circuit: Short to power
TM
E03
Electrical
system
D20-22
Fault Codes
03/09 D20001
TROUBLESHOOTING
If a failure code has been detected, use the following
failure code troubleshooting charts to determine the
problem. The tables are sorted numerically and
alphabetically in ascending order.
FAILURE CODE [1500L0] DUAL ENGAGEMENT OF CLUTCHES

Action code
Failure code
E03
1500L0
Contents of
trouble
Fill switch signals have been inputted from 2 clutches that do not form a normal combination.
Controller
response
Suddenly shifts to Neutral while traveling, and cannot move off again.
Even after the repair, does not resume to normal unless starting switch is once turned OFF.
Problem that
appears on
machine
The gear speed is shifted to Neutral.
Related
information
Other problem (clutch pressure control valve system failure code [15S*L1]) occurs at same time.
Description
Cause
1
Possible causes
and standard
value in normal
2
state
3
D21003 02/09
Dual engagement of clutches

(Transmission controller system)
Standard value in normal state/Remarks on troubleshooting
Clutch pressure control valve

system failure code (15S*L1) Troubleshooting by the active failure code.
has occurred
Defective hydraulic or
Clutch ECMV may be malfunctioning. Perform troubleshooting of hydraumechanical system of clutch
lic and mechanical systems.
ECMV
Defective transmission
controller
Troubleshooting by the active failure code.
Troubleshooting
D21-1
FAILURE CODE [15B0NX] TRANSMISSION OIL FILTER: RESTRICTION

Action code
Failure code
E01
15B0NX
Contents of
trouble
When the transmission oil filter becomes restricted, the signal circuit of the transmission restriction sensor
is opened (disconnected from GND).
Controller
response
None in particular.
Problem that
appears on
machine
If the machine is used without repairing, dust may enter the transmission circuit.
Description
Cause
1
Restriction of transmission
filter
Transmission oil filter: restriction


Clean or replace.
1) Turn the starting switch OFF.
2) Disconnect connector 147 and 148.
3) Connect T-adapter.
Defective transmission filter

restriction sensor
Between 148 (male)

(A) (B)
Filter is normal
Resistance
Max. 1
Filter is clogged
Resistance
Min. 1 M
Between 147 (male)

(A) (B)
Filter is normal
Resistance
Max. 1
Filter is clogged
Resistance
Min. 1 M

2) Disconnect connectors ATC1, CN147 and CN148.
Possible causes
and standard
value in normal 3
state
Disconnection in wiring
harness
(Disconnection or defective
contact)
Wiring harness between ATC1 (female) (17)

148 (female) (A)
Resistance
Max. 1

147 (female) (A)
Resistance
Max. 1
Wiring harness between 148 (female) (B)

ground
Resistance
Max. 1
Wiring harness between 147 (female) (B)

ground
Resistance
Max. 1

2) Disconnect connectors ATC1.
3) Insert T-adapter.
4) Connect connector.
5) Turn the starting switch ON.
4
D21-2
Defective transmission controller
Between ATC1
(female) (17)
ground
Filter is normal
Voltage
Max. 1V
Filter is clogged
Voltage
20 30 V
Between ATC1
(female) (17)
ground
Filter is normal
Voltage
Max. 1V
Filter is clogged
Voltage
20 30 V
Troubleshooting
02/09 D21003
D21003 02/09
Troubleshooting
D21-3
FAILURE CODE [15F0KM] R to F SHIFTING ABUSE 1: OPERATOR ERROR

Action code
Failure code
15F0KM
Contents of
trouble
When output shaft speed is 200 300 rpm (about 5 8 km/h), gear shifting from reverse to forward has
been detected.
Controller
response
Non in particular.
Problem that
appears on
machine
If the machine is operated in as-is condition, the machine may be damaged.

Only recorded in failure history.
Related
information
Output shaft speed can be checked by monitoring function (code: 31400 (rpm)).
Description
Possible causes Cause

and standard
value in normal 1
Abuse
state


A forward-reverse shifting should be performed when the machine is
stationary. (Teach the proper operating method.)
FAILURE CODE [15F0MB] R to F SHIFTING ABUSE 2: OPERATOR ERROR

Action
code
Failure code
15F0MB
Contents of
trouble
When output shaft speed is above 300 rpm (about 8 km/h), gear shifting from reverse to forward has been
detected.
Controller
response
Non in particular.
Problem that
appears on
machine
If the machine is operated in as-is condition, the machine may be damaged.

Related
information
Output shaft speed can be checked by monitoring function (code: 31400 (rpm)).

and standard
value in normal 1
Abuse
state
D21-4
Description


A forward-reverse shifting should be performed when the machine is stationary. (Teach the proper operating method.)
Troubleshooting
02/09 D21003
FAILURE CODE [15F7KM] FORWARD CLUTCH DISC ABUSE: OPERATOR ERROR

Action code
Failure code
15F7KM
Contents of
trouble
When the engine speed is above 1,800 rpm, gear shifting from neutral or reverse to forward has been
detected.
Controller
response
Non in particular.
Problem that
appears on
machine
Repeated abnormal operations may cause machine damage.

Description
Forward clutch disc abuse: Operator error

Related
information
and standard
value in normal 1
Abuse
state
D21003 02/09

A forward-reverse shifting should be performed when the machine is stationary. (Teach the proper operating method.)
Troubleshooting
D21-5
FAILURE CODE [15G0MW] REVERSE CLUTCH: SLIPPING

Action code
Failure code
E03
15G0MW
Contents of
trouble
When a signal is output to the R clutch ECMV, the value calculated from the signals of the transmission
input shaft speed sensor, transmission intermediate shaft speed sensor, and transmission output shaft
speed sensor is abnormal.
Controller
response
Sets gear in neutral.

Turns lockup system OFF.
Problem that
appears on
machine
Machine cannot travel in reverse.

If gearshift lever is set in neutral, machine cannot start.
Operator can move the machine by following the limp home procedure.
1) Stop travel and set gearshift lever in N position.
2) Momentarily disconnect the limp home jumper from connector CN041 to set the machine in limp home
mode. Plug the jumper back into the connector.
3) Operate gearshift lever and start machine again.
a. When operating gearshift lever, release accelerator pedal.
b. Operate gearshift lever from N to D L or from N to R.
c. Machine is kept in limp home mode until starting switch is turned OFF.
Related
information
Electric current of out put to ECMV can be checked with monitoring function (Code: 31606 (mA)).
If electrical system is normal, check reverse clutch and mechanical/hydraulic system of pressure control
valve for defect.
Description
Cause
R clutch: Slipping
(R command is holding pressure, R clutch, fill switch is ON, and slipping
detected)

2) Disconnect connector CN5 (R,PS).
Possible causes
and standard
value in normal 2
state
D21-6
Defective R clutch ECMV
harness
contact)
Defective sensing by speed

sensor
Between CN5 (R,PS) (male) (1) (2)
Resistance
5 15
Between CN5 (R,PS) (male) (1), (2)

ground
Resistance
Min. 1 M

2) Disconnect connectors ATC3 and CN5 (R,PS).
CN5 (R,PS) (female) (1)
Resistance
Max. 1

Resistance
Max. 1
Troubleshooting by the failure codes of DL**KA, and DL**LC.

2) Disconnect connector ATC3.
ATC3 (female) (23)
Troubleshooting
Resistance
5 15
02/09 D21003
D21003 02/09
Troubleshooting
D21-7
FAILURE CODE [15G7KM] REVERSE CLUTCH DISC ABUSE: OPERATOR ERROR

Action code
Failure code
15G7KM
Contents of
trouble
When the engine speed is above 1,800 rpm, gear shifting from neutral or forward to reverse has been
detected.
Controller
response
None in particular.
Problem that
appears on
machine
Repeated abusive operation may cause clutch damage.

Description
Reverse clutch disc abuse: Operator error

Related
information
and standard
value in normal 1
Abuse
state
D21-8

The machine must be stationary before the shift lever is moved into
REVERSE.
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-9
FAILURE CODE [15H0MW] HIGH CLUTCH: SLIPPING

Action code
Failure code
E03
15H0MW
Contents of
trouble
When a signal is output to the Hi clutch ECMV, the value calculated from the signals of the transmission
Controller
response
Shifts up and keeps gear according to gear speed before trouble and Table 1.
Problem that
appears on
machine
If gearshift lever is set in neutral, machine cannot restart until it stops.
Related
information
Can be checked with monitoring function (Code: 31600 (mA)).

If electrical system is normal, check Hi clutch and mechanical/hydraulic system of pressure control valve
for defect.
Description
Cause
High clutch: Slipping

(High command is holding pressure, fill switch is ON, and slipping
detected)

2) Disconnect connector CN13 (H,PS).
Possible causes
and standard
value in normal 2
state
D21-10
Defective Hi clutch ECMV
harness
contact)

sensor
Between CN13 (H,PS) (male) (1) (2)
Resistance
5 15
Between CN13 (H,PS) (male) (1), (2)

ground
Resistance
Min. 1 M

2) Disconnect connectors ATC3 and CN13 (H,PS).
CN13 (H,PS) (female) (1)
Resistance
Max. 1

Resistance
Max. 1

ATC3 (female) (3)
Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
Speed when trouble was
detected
F7
3rd
High
F6
3rd
Mid
F5
2nd
High
F4
2nd
Mid
F3
1st
High
F2
1st
Mid
F1
2nd
Low
Reverse
Low
Remedy against trouble

Failed clutch
Action of controller
(Selected clutch, gear speed)
ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
2nd
3M
F6
OFF
High
3M
F6
OFF
2nd
3M
F6
OFF
Mid
2H
F5
OFF
1st
2M
F4
OFF
High
2M
F4
OFF
1st
2M
F4
OFF
Mid
1H
F3
OFF
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
* Combination not normally used
D21003 02/09
Troubleshooting
D21-11
FAILURE CODE [15J0MW] LOW CLUTCH: SLIPPING

Action code
Failure code
E03
15J0MW
Contents of
trouble
When a signal is output to the low clutch ECMV, the value calculated from the signals of the transmission
Controller
response
Problem that
appears on
machine
Related
information

If electrical system is normal, check low clutch and mechanical/hydraulic system of pressure control valve
for defect.
Description
Cause
Low clutch: Slipping

(Low command is holding pressure, fill switch is ON, and slipping
detected)

2) Disconnect connector CN17.
Possible causes
and standard
value in normal 2
state
D21-12
Defective Low clutch ECMV
harness
contact)

sensor
Between CN11 (L,PS) (male) (1) (2)
Resistance
5 15
Between CN11 (L,PS) (male) (1), (2)

ground
Resistance
Min. 1 M

2) Disconnect connectors ATC3 and CN11 (L,PS).
CN11 (L,PS) (female) (1)
Resistance
Max. 1

Resistance
Max. 1

ATC3 (female) (13)
Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-13
FAILURE CODE [15K0MW] 1st CLUTCH: SLIPPING

Action code
Failure code
E03
15K0MW
Contents of
trouble
During an output to the 1st clutch ECMV, an abnormality exists in the value calculated from the
signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor
and transmission output shaft speed sensor.
Controller
response
Shifts up and holds the gear speed depending on the gear speed before failure as mentioned in Table 1.
Turns lock up to OFF.
Problem that
appears on
machine

Operator can move machine by following limp home procedure.
2Momentarily disconnect the limp home jumper from connector CN041 to set the machine in limp home
a When operating gearshift lever, release accelerator pedal.
a Operate gearshift lever from N to D L or from N to R.
a Machine is kept in limp home mode until starting switch is turned OFF.
Related
information
Electric current of output to ECMV can be checked by monitoring function (code: 31602 (mA))
If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 1st clutch or
pressure control valve.
Description
Cause
1st clutch: Slipping

(1st command holding pressure, 1st clutch fill switch ON, slipping
detected)

1) Turn starting switch OFF.
2) Connect T-adapter to connector CN7 (1,PS) (male).
Possible causes
and standard
value in normal 2
state
D21-14
Defective 1st clutch ECMV
harness
contact)
Defective speed sensor

detection
controller
Between CN7 (1,PS) (male) (1) (2)
Resistance
5 15
Between CN7 (1,PS) (male) (1), (2)

ground
Resistance
Min. 1 M

2) Connect T-adapter to connectors ATC3 (female) and CN7 (1,PS)
(female).
CN7 (1,PS) (female) (1)
Resistance
Max. 1

Resistance
Max. 1
Troubleshooting by failure code DL**KA, DL**LC

2) Connect T-adapter to connector ATC3 (female).
(3)
Troubleshooting
Resistance
5 15
02/09 D21003
D21003 02/09
Troubleshooting
D21-15
FAILURE CODE [15L0MW] 2nd CLUTCH: SLIPPING

Action code
Failure code
E03
15L0MW
Contents of
trouble
During an output to the 2nd clutch ECMV, an abnormality exists in the value calculated from the
Controller
response
Problem that
appears on
machine

Related
information
If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 2nd clutch or
Description
Cause
2nd clutch: Slipping

(2nd command holding pressure, 2nd clutch fill switch ON, slipping
detected)

Possible causes
and standard
value in normal 2
state
D21-16
Defective 2nd clutch ECMV
harness
contact)

detection
controller
Resistance
5 15
Between CN9 (2,PS) (male) (1), (2) and

ground
Resistance
Min. 1 M

(female).
Resistance
Max. 1

Resistance
Max. 1

(23)
Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected
3rd
High
F7
F6
3rd
Mid
F5
2nd
High

Failed clutch
ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
2nd
3M
F6
OFF
High
3M
F6
OFF
3M
F6
OFF
F4
2nd
Mid
2nd
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
1st
2M
F4
OFF
Mid
1H
F3
OFF
2nd
1M
F2
OFF
F2
1st
Mid
F1
2nd
Low
Reverse
Low
Low
1M
F2
OFF
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-17
FAILURE CODE [15M0MW] 3rd CLUTCH: SLIPPING

Action code
Failure code
E03
15M0MW
Contents of
trouble
During an output to the 3rd clutch ECMV, an abnormality exists in the value calculated from the
Controller
response
The controller sets the gear in neutral.

Turns lockup system off.
Problem that
appears on
machine
The controller shifts to Neutral during travel.

Related
information
If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 3rd clutch or
Description
Cause
3rd clutch: Slipping

(3rd command holding pressure, 3rd clutch fill switch ON, slipping
detected)

Possible causes
and standard
value in normal 2
state
D21-18
Defective 3rd clutch ECMV
harness
contact)

detection
controller
Resistance
5 15

ground
Resistance
Min. 1 M

(female).
Resistance
Max. 1

Resistance
Max. 1

(3)
Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-19
FAILURE CODE [15SBL1] R CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF
Action code
Failure code
E03
15SBL1
Contents of
trouble
Even when output to the R clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and the
clutch is not released.
Controller
response
The controller sets the gear is neutral.

Problem that
appears on
machine
Machine cannot restart until it stops.
Related
information
Fill switch input signal can be checked with code: 31520 (0: OFF, 1: ON).
If electrical system is normal, check hydraulic and mechanical systems of R clutch or pressure control
valve for defect.
Description
Cause
R clutch ECMV: Fill signal is ON, command current is OFF


2) Connect T-adapter to connector CN6 (R,SW) (male).
Possible causes
and standard
value in normal 2
state
Defective for R clutch fill

switch
When R
is disenBetween CN6 (R,SW) (male) (1) gaged
ground
When R
is
engaged
Resistance
Min. 1 M
Resistance
Max. 1

2) Disconnect connectors ATC3 and CN6 (R,SW).
Defective harness grounding 3) Connect T-adapter to ATC3 (female).
(Contact with ground circuit)
Resistance
CN6 (R,SW) (female) (1)
Min. 1 M

D21-20
controller
Between ATC3 (female) (29)

ground
Troubleshooting
When R
is disengaged
Resistance
Min. 1 M
When R
is
engaged
Resistance
Max. 1
02/09 D21003
D21003 02/09
Troubleshooting
D21-21
FAILURE CODE[15SBMA] R CLUTCH ECMV: MALFUNCTION

Action code
Failure code
Description
R clutch ECMV: Malfunction

(R command holding pressure, R clutch fill switch OFF, slipping detected)
E03
15SBMA
Contents of
trouble
The signal from the fill switch stays "OFF" during an output to the R clutch ECMV and an abnormality
exists in the value calculated from the signals of transmission input shaft speed sensor, transmission intermediate shaft speed sensor and transmission output shaft speed sensor.
Controller
response
The controller sets the gear is neutral.

Problem that
appears on
machine
Machine cannot restart until it stops.
Related
information
If the electrical system is normal, check for a failure in the hydraulic or mechanical system for R clutch or
Cause

2) Connect T-adapter to connector CN12 (male).
Possible causes
and standard
value in normal 2
state
D21-22
Defective R clutch ECMV
harness
contact)

detection
controller
Resistance
5 15

ground
Resistance
Min. 1 M

2) Connect T-adapter to connectors ATC3 (female) and CN5 (R,PS)
(female).
Resistance
Max. 1

Resistance
Max. 1

(23)
Troubleshooting
Resistance
5 15
02/09 D21003
D21003 02/09
Troubleshooting
D21-23
FAILURE CODE [15SCL1] HIGH CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT
OFF
Action code
Failure code
E03
15SCL1
Contents of
trouble
Even when output to the Hi clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and the
clutch is not released.
Controller
response
Problem that
appears on
machine
Machine travels at gear speeds which use Hi clutch.

Related
information
If electrical system is normal, check hydraulic and mechanical systems of high clutch or pressure control
valve for defect.
Description
Cause
High clutch ECMV: Fill signal ON, command current OFF


2) Connect T-adapter to connector CN14 (H,SW) (male).
Possible causes
and standard
value in normal 2
state
Defective Hi clutch fill switch
Between CN14 (H,SW) (male)

(1) ground
When Hi
is disengaged
Resistance
Min. 1 M
When Hi
is
engaged
Resistance
Max. 1

2) Disconnect connectors ATC3 and CN14 (H,SW).
(Contact with ground circuit) Between ground and wiring harness
between ATC3 (female) (30) CN14
Resistance
(H,SW) (female) (1)
Min. 1 M

D21-24
controller

ground
Troubleshooting
When Hi
is disengaged
Resistance
Min. 1 M
When Hi
is
engaged
Resistance
Max. 1
02/09 D21003
TABLE 2
detected
Failed clutch
(Fill switch ON)
2nd
3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09

OFF
NEUTRAL*
ON/OFF state of
lockup clutch
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-25
TABLE 2
detected
D21-26
Mid
Failed clutch
(Fill switch ON)

ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-27
FAILURE CODE [15SCMA] HIGH CLUTCH ECMV: MALFUNCTION

Action code
Failure code
E03
15SCMA
Contents of
trouble
The signal from the fill switch stays "OFF" during an output to the Hi clutch ECMV and an abnormality
Controller
response
Turns lock up system off.
Problem that
appears on
machine
Machine travels at gear speeds which do not use Hi clutch.
Related
information
If the electrical system is normal, check for a failure in the hydraulic or mechanical system for Hi clutch or
Description
Cause
High clutch ECMV: Malfunction

(Hi command holding pressure, high clutch fill switch OFF, slipping
detected)

2) Connect T-adapter to connector CN13 (H,PS) (male).
Possible causes
and standard
value in normal 2
state
D21-28
Defective Hi clutch ECMV
harness
contact)

detection
controller
Resistance
5 15

ground
Resistance
Min. 1 M

2) Connect T-adapter to connectors ATC3 (female) and CN13 (H,PS)
(female).
Resistance
Max. 1

Resistance
Max. 1

(3)
Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected
3rd
High
F7
F6
3rd
Mid
F5
2nd
High

Failed clutch
ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
2nd
3M
F6
OFF
High
3M
F6
OFF
3M
F6
OFF
F4
2nd
Mid
2nd
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
1st
2M
F4
OFF
Mid
1H
F3
OFF
2nd
1M
F2
OFF
F2
1st
Mid
F1
2nd
Low
Reverse
Low
Low
1M
F2
OFF
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-29
FAILURE CODE [15SDL1] LOW CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF
Action code
Failure code
E03
15SDL1
Contents of
trouble
Even when output to the Low clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and
the clutch is not released.
Controller
response
Shifts up and holds the gear speed as shown in Table 2 depending on the gear speed before failure.
Problem that
appears on
machine
Machine travels at gear speeds which use Low clutch.
Related
information
If electrical system is normal, check hydraulic and mechanical systems of low clutch or pressure control
valve for defect.
Description
Cause
Low clutch ECMV: Fill signal ON, command current OFF


2) Connect T-adapter to connector CN12 (L,SW) (male).
Possible causes
and standard
value in normal 2
state
Defective Low clutch fill

switch
Between CN12 (L,SW) (male)

(1) ground
When
Low is
released
Resistance
Min. 1 M
When
Low is
engaged
Resistance
Max. 1

2) Disconnect connectors ATC3 and CN12 (L,SW).
between ATC3 (female) (10) CN12 (L,SW) Resistance
(female) (1)
Min. 1 M

D21-30
controller

ground
Troubleshooting
When
Low is
released
Resistance
Min. 1 M
When
Low is
engaged
Resistance
Max. 1
02/09 D21003
TABLE 2
detected
3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09
Failed clutch
(Fill switch ON)

ON/OFF state of
lockup clutch
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-31
TABLE 2
detected
D21-32
Mid
Failed clutch
(Fill switch ON)

ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-33
FAILURE CODE [15SDMA] LOW CLUTCH ECMV: MALFUNCTION

Action code
Failure code
E03
15SDMA
Contents of
trouble
The signal from the fill switch stays "OFF" during an output to the Low clutch ECMV and an abnormality
Controller
response
Problem that
appears on
machine
Machine travels at gear speeds which do not use Low clutch.
Related
information
If the electrical system is normal, check for a failure in the hydraulic or mechanical system for Low clutch or
Description
Cause
Low clutch ECMV: Malfunction

(Low command holding pressure, low clutch fill switch OFF, slipping
detected)

2) Connect T-adapter to connector CN11 (L,PS) (male).
Possible causes
and standard
value in normal 2
state
D21-34
Defective Low clutch ECMV
harness
contact)

detection
controller
Resistance
5 15

ground
Resistance
Min. 1 M

2) Connect T-adapter to connectors ATC3 (female) and CN11 (L,PS)
(female).
Resistance
Max. 1

Resistance
Max. 1

(13)
Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-35
FAILURE CODE [15SEL1] 1st CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF
Action code
Failure code
E03
15SEL1
Contents of
trouble
Even when output to the 1st clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and
Controller
response
Problem that
appears on
machine
Machine travels at gear speeds which use 1st clutch.

Machine cannot travels in reverse.
Related
information
If electrical system is normal, check hydraulic and mechanical systems of 1st clutch or pressure control
valve for defect.
Description
Cause
1st clutch ECMV: Fill signal ON, command current OFF


2) Connect T-adapter to connector CN8 (1,SW) (male).
Possible causes
and standard
value in normal 2
state
Defective 1st clutch fill switch
When 1st is
Between CN8 (1,SW) (male) (1) released
ground
When 1st is
engaged
Resistance
Min. 1 M
Resistance
Max. 1

2) Disconnect connectors ATC3 and CN8 (1,SW).
Between ground and wiring harness between
Resistance
ATC3 (female) (40) CN8 (1,SW) (female) (1)
Min. 1 M

3
D21-36
controller

ground
Troubleshooting
When 1st is
released
Resistance
Min. 1 M
When 1st is
engaged
Resistance
Max. 1
02/09 D21003
TABLE 2
detected
3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09
Failed clutch
(Fill switch ON)

ON/OFF state of
lockup clutch
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-37
TABLE 2
detected
D21-38
Mid
Failed clutch
(Fill switch ON)

ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-39
FAILURE CODE [15SEMA] 1st CLUTCH ECMV: MALFUNCTION

Action code
Failure code
E03
15SEMA
Contents of
trouble
The signal from the fill switch stays "OFF" during an output to the 1st clutch ECMV and an abnormality
Controller
response
Problem that
appears on
machine
Machine travels at gear speeds which do not use 1st clutch.
Related
information
If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 1st clutch or
Description
Cause
1st clutch ECMV: Malfunction

(1st command holding pressure, 1st clutch fill switch OFF, slipping
detected)

Possible causes
and standard
value in normal 2
state
D21-40
Defective 1st clutch ECMV
harness
contact)

detection
controller
Resistance
5 15

ground
Resistance
Min. 1 M

(female).
Resistance
Max. 1

Resistance
Max. 1

(3)
Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-41
FAILURE CODE [15SFL1] 2nd CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF
Action code
Failure code
E03
15SFL1
Contents of
trouble
Even when output to the 2nd clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and
Controller
response
Problem that
appears on
machine
Machine travels at gear speeds which use 2nd clutch.

Related
information
Fill switch input signal can be checked with code: 31520 (0: OFF, 1:ON).
If electrical system is normal, check hydraulic and mechanical systems of 2nd clutch or pressure control
valve for defect.
Description
Cause
2nd clutch ECMV: Fill signal ON, command current is OFF


Possible causes
and standard
value in normal 2
state
Defective fill switch for 2nd

clutch
Between CN10 (2,SW) (male)

(1) ground
When 2nd
is
released
Resistance
When 2nd
is
engaged
Resistance
Max. 1

between ATC3 (female) (9) CN10 (2,SW) Resistance
(female) (1)
Min. 1 M

D21-42
controller

ground
Troubleshooting
When 2nd
is
released
Resistance
Min. 1 M
When 2nd
is
engaged
Resistance
Max. 1
02/09 D21003
TABLE 2
detected
Failed clutch
(Fill switch ON)

3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09
ON/OFF state of
lockup clutch
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-43
TABLE 2
detected
Mid
Failed clutch
(Fill switch ON)
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
* Combination not normally used, M clutch also off
D21-44
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-45
FAILURE CODE [15SFMA] 2nd CLUTCH ECMV: MALFUNCTION

Action code
Failure code
E03
15SFMA
Contents of
trouble
The signal from the fill switch stays "OFF" during an output to the 2nd clutch ECMV and an abnormality
Controller
response
Problem that
appears on
machine
Machine travels at gear speeds which do not use 2nd clutch.
Related
information
If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 2nd clutch or
Description
Cause
2nd clutch ECMV: Malfunction

(2nd command holding pressure, 2nd clutch fill switch OFF, slipping
detected)

Possible causes
and standard
value in normal 2
state
D21-46
Defective 2nd clutch ECMV
harness
contact)

detection
controller
Resistance
5 15

ground
Resistance
Min. 1 M

(female).
Resistance
Max. 1

Resistance
Max. 1

Wiring harness between ACT3 (female) (5)
(23)
Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-47
FAILURE CODE [15SGL1] 3rd CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF
Action code
Failure code
E03
15SGL1
Contents of
trouble
Even when output to the 3rd clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and
Controller
response
Problem that
appears on
machine
Machine travels at gear speeds which use 3rd clutch.

Related
information
Fill switch input signal can be checked with code: 31520 (0: OFF, 1:ON).
If electrical system is normal, check hydraulic and mechanical systems of 3rd clutch or pressure control
valve for defect.
Description
Cause
3rd clutch ECMV: Fill signal ON, command current OFF


2) Connect T-adapter to connector CN4 (3,SW) (male).
Possible causes
and standard
value in normal 2
state
Defective 3rd clutch fill

switch
When 3rd
is
Between CN4 (3,SW) (male) (1) released
ground
When 3rd
is
engaged
Resistance
Min. 1 M
Resistance
Max. 1

between ATC3 (female) (19) CN4 (3,SW) Resistance
(female) (1)
Min. 1 M

D21-48
controller

ground
Troubleshooting
When 3rd
is
released
Resistance
Min. 1 M
When 3rd
is
engaged
Resistance
Max. 1
02/09 D21003
TABLE 2
detected
Failed clutch
(Fill switch ON)

2nd
3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09
OFF
NEUTRAL*
ON/OFF state of
lockup clutch
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-49
TABLE 2
detected
Failed clutch
(Fill switch ON)
3rd
N
Mid
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
D21-50
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-51
FAILURE CODE [15SGMA] 3rd CLUTCH ECMV: MALFUNCTION

Action code
Failure code
E03
15SGMA
Contents of
trouble
The signal from the fill switch stays "OFF" during an output to the 3rd clutch ECMV and an abnormality
Controller
response

Problem that
appears on
machine
Machine travels at gear speeds which do not use 3rd clutch.

The gear is set in Neutral suddenly during travel.
Related
information
If the electrical system is normal, check for a failure in the hydraulic or mechanical system for 3rd clutch or
Description
Cause
3rd clutch ECMV: Malfunction

(3rd command holding pressure, 3rd clutch fill switch OFF, slipping
detected)

Possible causes
and standard
value in normal 2
state
D21-52
Defective 3rd clutch ECMV
harness
contact)

detection
controller
Resistance
5 15

ground
Resistance
Min. 1 M

(female).
Resistance
Max. 1

Resistance
Max. 1

(13)
Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-53
FAILURE CODE [15SJMA] LOCKUP CLUTCH ECMV: MALFUNCTION

Action code
Failure code
Description
Lockup clutch ECMV: Malfunction

(Lockup command holding pressure is applied and slipping detected)
E03
15SJMA
Contents of
trouble
During an output to the lockup clutch ECMV, an abnormality exists in the value calculated from the signals
of engine speed sensor, transmission intermediated shaft speed sensor, and transmission output shaft
speed sensor.
Controller
response
Holds gear speed during traveling and turns lock up to "OFF".

Holds neutral when gear shift lever is set to "N".
Problem that
appears on
machine
Lockup is released and gear shift is disabled.

If gear shift lever is shifted to "N", machine does not start unless it is stopped.
Related
information
If the electrical system is normal, check for a failure in the hydraulic or mechanical system for lockup
clutch or pressure control valve.
Cause

Possible causes
and standard
value in normal 2
state
D21-54
Defective lockup clutch

ECMV
harness
contact)

detection
controller
Between CN17 (L/U,PS) (male) (1) (2)
Resistance
5 15
Between CN17 (L/U,PS) (male) (1), (2)

ground
Resistance
Min. 1 M

2) Connect T-adapter to connectors ATC3 (female) and CN16 (female).
CN17 (L/U,PS) (female) (1)
Resistance
Max. 1

Resistance
Max. 1

(23)
Troubleshooting
Resistance
5 15
02/09 D21003
FAILURE CODE [15SSL1] MID CLUTCH ECMV: FILL SIGNAL ON, COMMAND CURRENT OFF
Action code
Failure code
E03
15SSL1
Contents of
trouble
Even when output to the Mid clutch ECMV is turned "OFF", the signal from the fill switch stays "ON" and
Controller
response
Problem that
appears on
machine
Machine travels at gear speeds which use Mid clutch.
Related
information
If electrical system is normal, check hydraulic and mechanical systems of high clutch or pressure control
valve for defect.
Description
Cause
Mid clutch ECMV: Fill signal ON, command signal OFF


2) Connect T-adapter to connector CN16 (M,SW) (male).
Possible causes
and standard
value in normal 2
state
Defective mid clutch fill switch
Defective harness grounding

When 3rd
Resistance
Between CN4 (3,SW) (male) (1) is released
ground
When 3rd
Resistance
is engaged
Min. 1 M
Max. 1

2) Disconnect connectors ATC3 and CN16 (M,SW)
3) Connect T-adapter to ATC3 (female).
ATC3 (female) (20) CN16 (M,SW) (female)
(1)
Resistance
Min. 1 M

3
D21003 02/09
controller

ground
Troubleshooting
When 3rd
Resistance
is released
Min. 1 M
When 3rd
Resistance
is engaged
Max. 1
D21-55
TABLE 2
detected
Failed clutch
(Fill switch ON)

2nd
F7
F6
F5
F4
F3
F2
F1
D21-56
3rd
High
3rd
Mid
2nd
High
2nd
Mid
1st
High
1st
Mid
2nd
Low
Reverse
Low
OFF
NEUTRAL*
ON/OFF state of
lockup clutch
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
02/09 D21003
TABLE 2
detected
Failed clutch
(Fill switch ON)
3rd
N
Mid
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
D21003 02/09
Troubleshooting
D21-57
FAILURE CODE [15SSMA] MID CLUTCH ECMV: MALFUNCTION

Action code
Failure code
E03
15SSMA
Contents of
trouble
The signal from the fill switch stays "OFF" during an output to the Mid clutch ECMV and an abnormality
Controller
response
Problem that
appears on
machine
Machine travels at gear speeds which do not use Mid clutch.
Related
information
If the electrical system is normal, check for a failure in the hydraulic or mechanical system for Mid clutch or
Description
Cause
Mid clutch ECMV: Malfunction

(Mid command holding pressure, Mid clutch fill switch OFF, slipping
detected)

2) Connect T-adapter to connector CN15 (M,PS) (male).
Possible causes
and standard
2
value in normal
state
D21-58
Defective mid clutch ECMV
harness
contact)

detection
controller
5 15
Between CN15 (M,PS) (male) (1) (2)
Resistance
Between CN15 (M,PS) (male) (1), (2) ground
Resistance Min. 1 M

2) Connect T-adapter to connectors ATC3 (female) and CN15 (M,PS)
(female).
CN15 (M,PS) (female) (1)
Resistance Max. 1

Resistance Max. 1

(03)
Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-59
FAILURE CODE [15X0MW] MID CLUTCH: SLIPPING

Action code
Failure code
E03
15X0MW
Contents of
trouble
When a signal is output to the Mid clutch ECMV, the value calculated from the signals of the transmission
Controller
response
Problem that
appears on
machine
Related
information

If electrical system is normal, check Mid clutch and mechanical/hydraulic system of pressure control valve
for defect.
When carrying out emergency escape operation, see "Emergency escape method when electrical system
has trouble".
Description
Cause
Mid clutch: Slipping

(Mid command is holding pressure, fill switch is ON, and slipping
detected)

Possible causes
and standard
value in normal 2
state
D21-60
Defective mid clutch ECMV
harness
contact)
5 15
Resistance
Between CN15 (M,PS) (male) (1), (2)

ground
Resistance Min. 1 M

(female).
Resistance
Max. 1

Resistance
Max. 1
Defective speed sensor detec Troubleshooting by failure code DL**KA, DL**LC

tion
controller

Resistance
(03)
Troubleshooting
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-61
FAILURE CODE [2G39MA] BRAKE VALVE: MALFUNCTION

Action code
Failure code
E03
2G39MA
Contents of
trouble
Brake does not operate even though the driver works the foot brake.
Controller
response
None in particular
Problem that
appears on
machine
Brake does not operate.
Related
information
Input state can be checked with monitoring function (Code: 35102).
Description
Brake valve: Malfunction

(Retarder controller system)
Refer to page 7 in the electrical schematic for reference.

Cause
Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting. Check front brake pressure. Disconnect CN027.
3
Possible causes
and standard
value in normal
state
Brake valve (front)
Between CN027 (female) (A) (C)
Voltage
24 V
RCM2 (17) - RCM2 (39) Brake applied
Voltage
0V
Brake apply and brake pedal RCM2 (17) - RCM2 (39) Brake not applied
proximity switches
RCM1 (12) - RCM1 (21) Brake applied
Voltage
about 8V
Voltage
0V
RCM1 (12) - RCM1 (21) Brake not applied
Voltage
about 8V
harness
(Disconnection in wiring or
defective contact in connector)
Prepare with starting switch OFF, then perform troubleshooting without

turning starting switch ON.
Wiring harness between CN027 (B) - RCM2
(17)
Resistance
Max. 1
Wiring harness between CN240 (female)

(C) RCM1 (12)
Resistance
Max. 1

4
Grounding fault in wiring

harness
(B) RCM2 (17)
(C) RCM1 (12)
Resistance
Min. 1 M
Resistance
Min. 1 M
Prepare with starting switch OFF, then turn starting switch ON and perform troubleshooting.
5
D21-62
Defective hot short in wiring

harness
(a contact with 24 V circuit)
Defective retarder controller

(B) RCM2 (17)
Voltage
Max. 1 V

(C) RCM1 (12)
Voltage
Max. 1 V
If there were no faults found in the wiring, the controller may be defective.
Troubleshooting
02/09 D21003
FAILURE CODE [2G3AMA] BRAKE RELAY VALVE: MALFUNCTION

Action code
Failure code
E03
2G3AMA
Contents of
trouble
Brake (rear) does not operate even though the driver works the foot brake.
Controller
response
None in particular
Problem that
appears on
machine
Brake (rear) does not operate.
Related
information
Input state can be checked with monitoring function (Code: 34103, 34104).
Description
Brake relay valve: Malfunction


Cause
Defective relay valve
Check oil pressure output at the relay valve. Correct pressure with brake
depressed is 14 479 kPa (2100 psi).
harness
(Right retard apply switch
and left retard apply switch
failure)
Possible causes
and standard
value in normal
state
3
D21003 02/09

(B) RCM1 (18)
Resistance
Max. 1

(B) RCM1 (24)
Resistance
Max. 1

harness
(Brake apply sw failure)


harness
(Right retard apply switch
and left retard apply switch
failure)

(B) RCM3 (39)
Resistance
Min. 1 M

(B) RCM1 (24)
Voltage
Max. 1 V

(B) RCM1 (24)
Voltage
Max. 1 V
Defective Retarder controller If no other problems were found, the controller may be defective.
Troubleshooting
D21-63
FAILURE CODE [2G41ZG] ACCUMULATOR: LOW OIL PRESSURE

Action code
Failure code
E03
2G41ZG
Contents of
trouble
Oil pressure reduction (Max. 12.76 MPa {130 kg/cm2}) was detected by signal from accumulator oil pressure sensor (front).
Controller
response
Displays accumulator oil pressure monitor red.
Problem that
appears on
machine
Brake (Retarder) (front) does not work.
Related
information
Description
Accumulator: Low oil pressure


Cause
Trouble in hydraulic system
Hydraulic system (pump, relief valve or piping) may have trouble. If pressure is reduced, remove cause of trouble.
Open in harness
Check resistance between CN220 (6) RCM3 (40).
Possible causes
and standard
2
value in normal
state
3
D21-64
Resistance
Max.1
Defective accumulator (front) If no other problems are found, the oil pressure switch may be defecoil pressure switch
tive.
Troubleshooting
02/09 D21003
FAILURE CODE [2J00MA] AUTO EMERGENCY VALVE: ERRATIC BEHAVIOR

Action code
Failure code
E03
2J00MA
Contents of
trouble
Emergency brake operates although the driver does not work the emergency brake.
Controller
response
None in particular
Problem that
appears on
machine
Brake drags
Related
information
Description
Auto emergency valve: erratic behavior.

(Retarder control system)
Refer to page 7 & 8 in the electrical schematic for reference.

Cause
1
Defective auto emergency

valve
Check the emergency brake valve. If the valve is inoperable, replace with
a new valve.
harness
Emergency auto apply sw
failure)
Emergency brake sw failure
harness
(Emergency brake sw failure)
Prepare with starting switch OFF and the emergency brake switch OFF.
Possible causes
and standard
value in normal
3
state
D21003 02/09

harness
(Emergency auto apply sw
failure)
Wiring harness between CN222 (female) (1)

RCM3 (30)
Disconnect the emergency brake switch.

Check the resistance between circuit 52EB
and ground.
Resistance
Resistance
Max. 1
Min. 1 M
RCM2 (25)
Voltage
Max. 1 V

RCM3 (30)
Voltage
Max. 1 V
If no other problems are found, the controller may be defective.
Troubleshooting
D21-65
FAILURE CODE [4A00ZG] STEERING SYSTEM: LOW OIL PRESSURE

Action code
Failure code
E03
4A00ZG
Contents of
trouble
Low oil pressure (less than 12.76 MPa {130 kg/cm2}) was detected by signal from low steering pressure
sensor.
Controller
response
Displays steering oil pressure monitor red.
Problem that
appears on
machine
Poor or inoperable steering.
Description
Steering System: Low oil pressure

Related
information
Cause
Possible causes 1
and standard
value in normal 2
state
3
D21-66
Open in wiring harness
Check continuity between CN184 (C) RCM3 (19).
Defective steering oil pressure sensor
If no other problems are found, the steering oil pressure sensor may be
defective.
Troubleshooting
Resistance
Max. 1
02/09 D21003
FAILURE CODE [4A5WZH] STEERING ACCUMULATOR 1: LOW OIL PRESSURE

Action code
Failure code
E03
4A5WZH
Contents of
trouble
Oil pressure reduction (Max. 12.75 MPa {130 kg/cm2}) was detected by signal from accumulator1 oil pressure sensor (steering).
Controller
response
Displays accumulator1 oil pressure monitor red.
Problem that
appears on
machine
Steering (Retarder) does not work.
Related
information
Input signal from oil pressure sensor can be checked with monitoring function (Code: 44800).
Description


Cause
1
Possible causes
and standard
value in normal 2
state
3
D21003 02/09
Check wiring harness resistance between

RCM3 (10) - APCPS1.
Resistance
Max.1
Defective accumulator1
If cause 1 is not detected, accumulator (front) oil pressure sensor sys(steering) oil pressure sensor
tem may be defective.
system
Troubleshooting
D21-67
FAILURE CODE [4A5XZH] STEERING ACCUMULATOR 2: LOW OIL PRESSURE

Action code
Failure code
E03
4A5XZH
Contents of
trouble
Oil pressure reduction (Max. 12.75 (MPa) {130 (kg/cm2)}) was detected by signal from accumulator2 oil
pressure sensor (steering).
Controller
response
Displays accumulator2 oil pressure monitor red.
Problem that
appears on
machine
Steering (Retarder) does not work.
Related
information
Input signal from oil pressure sensor can be checked with monitoring function (Code: 44801).
Description


Cause
1
Possible causes
and standard
value in normal 2
state
3
D21-68
Check for open in circuit.
.Check wiring harness resistance

between RCM3 (20) - APCPS2.
Resistance
Max.1
Defective accumulator2
(steering) oil pressure sensor If no other problems are found, the pressure sensor may be defective.
system
Troubleshooting
02/09 D21003
FAILURE CODE [6014NX] HYDRAULIC FILTER: RESTRICTION

Action code
Failure code
E01
6014NX
Contents of
trouble
When the hydraulic filter becomes restricted, the signal circuit of the hydraulic restriction sensor is opened
(disconnected from GND).
Controller
response
None in particular.
Problem that
appears on
machine
If the machine is used without repairing, dust may enter the hydraulic circuit.
Related
information
This failure can be checked in the monitoring function (Code: 35700). (normal: 1, restricted: 0)
Description
Hydraulic filter: restriction


Cause
1
Possible causes
and standard
value in normal 3
state
Restriction of hydraulic
filter
Defective hydraulic filter

restriction sensor

Clean or replace.
Filter is normal
Resistance
Max. 1
Filter is clogged
Resistance
Min. 1 M
Wiring harness between RCM2 (female)

(28) CN158 (female) (A)
Resistance
Max. 1

(B) ground
Resistance
Max. 1
Wiring harness between TMF2 (female) (2)

ground
Resistance
Max. 1
Filter is normal
Voltage
Max. 1V
Filter is clogged
Voltage
about 8 V
Between CN158
(male) (A) (B)

2) Disconnect connectors RCM2 and CN158.
harness
contact)

2) Disconnect connectors RCM2.
Between RCM2
(female) (28)
ground
D21003 02/09
Troubleshooting
D21-69
FAILURE CODE [989A00] ENGINE OVER RUN PREVENTION COMMAND: ACTIVATED

Action code
Failure code
E02
989A00
Contents of
trouble
When gear speed is set at the position other than neutral, transmission input shaft speed signal exceeds
the input shaft speed which is set for each gear speed to prevent over run.
Controller
response
Send out command signal to retarder controller and activate brake.
Problem that
appears on
machine
Brake becomes activated and travel speed lowers.
Related
information
Input shaft speed can be checked in monitoring function (code: 31200 (rpm)).
Information on operation of engine overrun prevention command is obtained from transmission controller
through network.
Description
Cause
Possible causes
1
and standard
value in normal
state
2
D21-70
Engine over run prevention command: Activated

(Machine monitor system)
Engine over run
If machine is so traveling that transmission input shaft speed signal

exceeds 2,600 rpm (or 2,400 rpm at R2), engine is overrunning.
controller
If machine is not so traveling that transmission input shaft speed signal

exceeds 2,600 rpm (or 2,400 rpm at R2), transmission controller is
defective.
Troubleshooting
02/09 D21003
FAILURE CODE [AB00MA] ALTERNATOR: MALFUNCTION

Action code
Failure code
Description
Alternator: Malfunction
(Failure in battery charging circuit)
E03
AB00MA
Contents of
trouble
A generation signal is not input from the alternator while the engine is running.
Controller
response
None in particular.
Problem that
appears on
machine
If the machine is used without repairing, the source voltage may lower so much that the machine cannot
travel.
Related
information
This failure can be checked in the monitoring function (Code: 04301 (0: OFF, 1:ON)).
Refer to sheet 2 of the electrical schematic for reference.

Cause

2) Disconnect connector alternator terminal R.
3) Start the engine.
Defective alternator
Between alternator R ground
Voltage
27.5 29.5 V
If the battery is deteriorated or used in a cold district, the voltage may not
rise for a while after the engine is started.
Possible causes
and standard
value in normal 2
state
harness
contact)

Between ATC1 (female) (15) ground
Voltage
27.5 29.5 V

Between ATC1 (15) ground
Voltage
20 30 V
D21003 02/09
Troubleshooting
D21-71
FAILURE CODE [B@BAZG] ENGINE OIL: LOW ENGINE OIL PRESSURE

Action code
Failure code
E03
B@BAZG
Description
Engine oil: Low engine oil pressure

(Engine controller system)
Contents of
trouble
Controller
response
Illuminates the red engine caution lamp on the EDP.
Problem that
appears on
machine
Engine output drops.
Related information
Contact the engine manufacturer.
D21-72
Troubleshooting
02/09 D21003
FAILURE CODE [B@BCNS] ENGINE: OVERHEAT

Action code
Failure code
E02
B@BCNS
Description
Engine: overheat
(Engine controller system)
Contents of
trouble
Controller
response
Illuminates the red engine caution lamp on the EDP.
Problem that
appears on
machine
Engine output drops.
Related information
Contact the engine manufacturer.
D21003 02/09
Troubleshooting
D21-73
FAILURE CODE [B@BFZK] FUEL SYSTEM: FUEL LEVEL LOW

Action code
Failure code
B@BFZK
Contents of
trouble
Fuel level sensor signal indicates lowering of fuel level (Resistance of 70 or higher is detected).
Controller
response
Does not display this failure code, if DJF1KA is detected.

Turns fuel level caution lamp ON.
Problem that
appears on
machine
None in particular.
Related
information
When fuel level is below LOW and fuel is added, if failure code disappears, fuel was insufficient.
Signal from fuel level sensor can be checked with monitoring function.
(Monitoring code: MONITOR PANEL - FUEL SENSOR - 04200 (V) / 04201 ())
Method of reproducing failure code: Turn starting switch ON.
Description
Fuel system: fuel level low

Cause
Possible causes
Lack of fuel (When system is
and standard
1
Fuel may be insufficient. Check and add fuel, if necessary.
normal)
value in normal
When not recover by above 1,then perform troubleshooting for failure
state
2 Defective fuel level sensor
code [DJF1KA].
D21-74
Troubleshooting
02/09 D21003
FAILURE CODE [B@C6NS] BRAKE COOLING OIL (FRONT): OVERHEATING

Action code
Failure code
E02
B@C6NS
Contents of
trouble
While engine was running, oil overheat was detected by signal from front brake (retarder) oil temperature
sensor.
Controller
response
Turn on brake oil temperature caution lamp.
Problem that
appears on
machine
Brake (Retarder) (front) comes not to work.

If machine is used as it is, brake (retarder) (front) may be damaged.
Related
information
Input signal from oil temperature sensor can be checked with monitoring function (Code: 30201 (?),
30204 (V)).
For troubleshooting for brake (retarder) (front) oil temperature sensor, see failure code [DGR4KZ].
If CNR02-T (BCV relay) primary side has trouble, error code [DW79KB] is displayed.
Description
Brake cooling oil (Front): Overheating


Cause
Defective CNR02-T (BCV

relay)

1) Open rear electrical compartment in the cab.
2) Turn starting switch ON (Do not start engine).
3) Turn retarder brake ON and OFF and perform troubleshooting.
CNR02-T (BCV
relay)
Operating sound of relay is heard.
Turn starting switch OFF and disconnect CN157, then perform troubleshooting without turning starting switch ON (Measure in diode check
mode).
2
Defective diode
Between CN157
(male) (1) (2)
Possible causes
and standard
value in normal
state
3
Defective BCV solenoid
Forward direction:
There is continuity
Continuity
Backward direction:
There is not continuity
1) Open operator's cab door.

Front BCV solenoid
Operating sound of front BCV solenoid

is heard.
Turn starting switch OFF and disconnect CNR02-T (BCV relay) and
CN156, then perform troubleshooting without turning starting switch ON.
Disconnection in wiring harness (Disconnection in wiring Between CNR02-T (female) (43) CN156
or defective contact in con- (female) (1)
nector)
Between (ground) CN156 (female) (2)
Resistance
Max. 1
Resistance
Max. 1
Between CNR02-T (female) (1) FU1 (07)
Resistance
Max. 1
Grounding fault in wiring har- Turn starting switch OFF and disconnect CNR02-T, then perform troubleshooting without turning starting switch ON.
ness (Contact with ground
circuit)
Between CNR02-T (female) (1) ground
Resistance
Min. 1 M
Cause
Possible causes
and standard
6
(when electrical system is
value in normal
normal)
state
7
D21003 02/09

Hydraulic system may have trouble. Remove cause of trouble.
If causes 1 6 are not detected, retarder controller may be defective.
(Since trouble is in system, troubleshooting cannot be carried out.)
Troubleshooting
D21-75
FAILURE CODE [B@C7NS] BRAKE COOLING OIL (RIGHT REAR): OVERHEATING

Action code
Failure code
E02
B@C7NS
Contents of
trouble
While engine was running, oil overheat was detected by signal from rear brake (retarder) oil temperature
sensor.
Controller
response
Problem that
appears on
machine
Brake (Retarder) (Rear) comes not to work.

If machine is used as it is, brake (retarder) (rear) may be damaged.
Related
information
30210 (V)).
For troubleshooting for brake (retarder) (right rear) oil temperature sensor, see failure code [DGR2KZ].
If CNR02-V (BCV relay) primary side has trouble, error code [DW78KZ] is displayed.
Description
Brake cooling oil (Right Rear): Overheating


Cause
Defective CNR02-V (Rear

BCV relay)
Defective diode

1) Remove relay cover.
CNR02-V (BCV
relay)
mode).
Between CN154
(male) (1) (2)
Possible causes 3
and standard
value in normal
state
D21-76
Defective BCV solenoid
Forward direction: There is continuity

Continuity Backward direction: There is not continuity
1) Open rear panel.

Rear BCV solenoid
Disconnection in wiring harness (Disconnection in wiring or defective contact in

connector)
Rear BCV solenoid actuation is heard.
Turn starting switch OFF and disconnect CNR02-V (BCV relay) and
Between CNR02-V (female) (45) CN153
(female) (1)
Resistance
Max. 1
Between ground CN153 (female) (2)
Resistance
Max. 1
Between CNR02-V (female) (3) FU1 (07)
Resistance
Max. 1
Grounding fault in wiring har- Turn starting switch OFF and disconnect CN153, then perform troubleshooting without turning starting switch ON.
circuit)
Between CNR02-V (female) (59) ground
Resistance
Min. 1 M

normal)

Troubleshooting
02/09 D21003
FAILURE CODE [B@C8NS] BRAKE COOLING OIL (LEFT REAR): OVERHEATING

Action code
Failure code
E02
B@C7NS
Contents of
trouble
While engine was running, oil overheat was detected by signal from rear brake (retarder) oil temperature
sensor.
Controller
response
Problem that
appears on
machine
Brake (Retarder) (Rear) comes not to work.

If machine is used as it is, brake (retarder) (rear) may be damaged.
Related
information
30209 (V)).
For troubleshooting for brake (retarder) (left rear) oil temperature sensor, see failure code [DGR3KZ].
If CNR02-V (BCV relay) primary side has trouble, error code [DW78KZ] is displayed.
Description
Brake cooling oil (Left Rear): Overheating


Cause
Defective CNR02-V (Rear

BCV relay)
Defective diode

1) Remove relay cover.
CNR02-V (BCV
relay)
mode).
Between CN154
(male) (1) (2)
Possible causes 3
and standard
value in normal
state
D21003 02/09
Defective Rear BCV solenoid
Forward direction: There is continuity

Continuity Backward direction: There is not continuity
1) Open rear panel.

Rear BCV solenoid
Disconnection in wiring harness (Disconnection in wiring or defective contact in

connector)
Rear BCV solenoid actuation is heard.
Between CNR02-V (female) (45) CN153
(female) (1)
Resistance
Max. 1
Between ground CN153 (female) (2)
Resistance
Max. 1
Between CNR02-V (female) (3) FU1 (07) Resistance
Max. 1
circuit)
Between CNR02-V (female) (59) ground Resistance Min. 1 M

normal)

Troubleshooting
D21-77
FAILURE CODE [B@CENS] TORQUE CONVERTER OIL: OVERHEATING

Action code
Failure code
E02
B@CENS
Contents of
trouble
Torque converter oil is overheating.
Controller
response
Turns torque converter oil temperature caution lamp ON and sounds alarm buzzer.
Problem that
appears on
machine
If machine is used as it is, torque converter may be broken.
Related
information
Signal of torque converter oil temperature sensor is input to transmission controller and then its information is transmitted to machine monitor through communication system.
Power train oil temperature can be checked with monitoring function.
(Monitoring code: TRANSMISSION - T/C OIL TEMP - 30100 (?) / 30101 (V))
Description
Cause
Possible causes
1
and standard
value in normal
state
2
D21-78
Overheating of torque converter oil (When system is

normal)
Torque converter oil: Overheating


Torque converter oil may be overheating. Check for cause and repair.
Defective torque converter oil If cause 1 is not detected, torque converter oil temperature sensor system
temperature sensor system
may be defective. Perform troubleshooting for failure code [DGT1KX].
Troubleshooting
02/09 D21003
FAILURE CODE [B@M6NX] BRAKE COOLING OIL FILTER (FRONT): RESTRICTION

Action code
Failure code
E01
B@M6NX
Contents of
trouble
When the brake cooling oil filter becomes restricted, the signal circuit of the front brake cooling restriction
sensor is opened (disconnected from GND).
Controller
response
None in particular.
Problem that
appears on
machine
If the machine is used without repairing, dust may enter the brake cooling circuit.
Related
information
Description
Brake cooling oil filter (front): Restriction


Cause
Restriction of front brake

cooling filter

Defective front brake cooling 3) Connect T-adapter.
filter restriction sensor
Filter is normal
Between CN122
(male) (A) (B)
Filter is clogged
Possible causes
and standard
value in normal 3
state
harness
contact)
Clean or replace.
Resistance
Max. 1
Resistance
Min. 1 M
Wiring harness between RCM2 (female) (3)

CN122 (female) (A)
Resistance
Max. 1

(B) ground
Resistance
Max. 1
Voltage
Max. 1V
Voltage
about 8 V


Between RCM2
Filter is normal
(female) (3) CN122
Filter is clogged
(A)
D21003 02/09
Troubleshooting
D21-79
FAILURE CODE [B@M7NX] BRAKE COOLING OIL FILTER (#2 REAR): RESTRICTION
Action code
Failure code
E01
B@M7NX
Contents of
trouble
When the #2 rear brake cooling oil filter becomes restricted, the signal circuit of the rear brake cooling
restriction sensor is opened (disconnected from GND).
Controller
response
None in particular.
Problem that
appears on
machine
Related
information
Description
Brake cooling oil filter (#2 Rear): Restriction


Cause
1
Possible causes
and standard
value in normal 3
state
Restriction of right rear brake

Clean or replace.
cooling filter
Defective right rear brake
cooling filter restriction sensor
harness
contact)

Filter is normal
Resistance
Max. 1
Filter is clogged
Resistance
Min. 1 M

(38) CN150 (female) (A)
Resistance
Max. 1

(B) ground
Resistance
Max. 1
Filter is normal
Voltage
Max. 1V
Filter is clogged
Voltage
approx. 8 V
Between CN150
(male) (A) (B)


Between RCM2
(female) (38)
ground
D21-80
Troubleshooting
02/09 D21003
FAILURE CODE [B@M8NX] BRAKE COOLING OIL FILTER (#1 REAR): RESTRICTION
Action code
Failure code
E01
B@M8NX
Contents of
trouble
When the #1 rear brake cooling oil filter becomes restricted, the signal circuit of the rear brake cooling
restriction sensor is opened (disconnected from GND).
Controller
response
None in particular.
Problem that
appears on
machine
Related
information
Description
Brake cooling oil filter (#1 Rear): Restriction


Cause
1
Possible causes
and standard
value in normal 3
state
Restriction of left rear brake

cooling filter
Defective left brake cooling

filter restriction sensor
harness
contact)

Clean or replace.
Filter is normal
Resistance
Max. 1
Filter is clogged
Resistance
Min. 1 M

CN149 (female) (A)
Resistance
Max. 1

(B) ground
Resistance
Max. 1
Voltage
Max. 1V
Voltage
20 30 V
Between CN149
(male) (A) (B)


Filter is normal
Between RCM2
(female) (2) ground Filter is clogged
D21003 02/09
Troubleshooting
D21-81
FAILURE CODE [DAF9KM] MACHINE MONITOR: POOR CONNECTION

Action code
Failure code
E03
DAF9KM
Contents of
trouble
Controller
response
Problem that
appears on
machine
Related
information
Description
Monitor panel: Poor connection

Check signal of connector is different from internal setting of machine monitor.

Detects only at start.
Keeps trouble condition until starting switch is turned OFF.
Machine monitor mode selector switch cannot be selected.
Headlamp high beam pilot lamp, turn signal pilot lamp, and output mode pilot lamp do not operate.

Cause
1
Possible causes
and standard
value in normal
state
Wrong connection of connec- Connector CN2A (female) may be connected to CN3A (male) by mistake.
tor
Check and connect it correctly, if connected wrongly.
1) Starting switch OFF.

Disconnection in wiring har- 2) Connect T-adapter to CN2A.
ness (Disconnection in wiring 3) Turn starting switch ON
2
or defective contact in conCN2A
nector)
Between (5) ground
Voltage
20 30 V

Short circuit in wiring harness turning starting switch ON.
3
(with another wiring harness) Between CN3A (female) (5) pin other than
Resistance
Min. 1 M
CN3A (5)
4 Defective machine monitor
D21-82
Check by replacing machine monitor.
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-83
FAILURE CODE [DAFRKR] MACHINE MONITOR: COMMUNICATION ERROR

Action code
Failure code
E03
DAFRKR
Contents of
trouble
Controller
response
Problem that
appears on
machine
Related
information
Description
Machine monitor: Communication error

Transmission controller stops updating data received from machine monitor.

Holds information at time when trouble occurs.
Turns the centralized warning lamp and alarm buzzer ON.
If network has error, data sent from each controller to machine monitor cannot be displayed normally.
Check that power source circuit of machine monitor is normal.

Cause
Defective CAN terminal

resistor (Internal defect)

CAN01-2 (male)
Resistance
Between (A) (B)
Approx. 120 12

Possible causes
and standard
value in normal
state
D21-84
SDA12V160 only:
Wiring harness between ATC2 -32 - CAN043 (A), CAN04-2 (A), CAN04-1 (A);
Wiring harness between RCM2 (32)
CAN03-3 (A), CAN03-2 (A), CAN03-1 (A);
Wiring harness between HM4A (04)
CAN02-3 (A), CAN02-2 (A), CAN02-1 (A);
Wiring harness between CN062 (3)
CAN08-3 (A), CAN08-2 (A), CAN08-1 (A);
Wiring harness between CN4 (3) CAN013 (A), CAN01-2 (A), CAN01-1 (A)
harness
2
SDA12V160 only:
Wiring harness between ATC2 -22 - CAN043 (B), CAN04-2 (B), CAN04-1 (B);
CAN03-3 (B), CAN03-2 (B), CAN03-1 (B);
CAN02-3 (B), CAN02-2 (B), CAN02-1 (B);
CAN08-3 (B), CAN08-2 (B), CAN08-1 (B);
Wiring harness between CN4 (8) CAN013 (B), CAN01-2 (B), CAN01-1 (B)
Troubleshooting
Resistance
Max. 1
Resistance
Max. 1
02/09 D21003
Cause
Possible causes
and standard
value in normal
state

SSA16V159 only:
Wiring harness between CAN06 (A)
CAN05-3 (A), CAN05-2 (A), CAN05-1 (A);
Wiring harness between CAN07 (E)
CAN04-3 (A), CAN04-2 (A), CAN04-1 (A);
Wiring harness between ATC2 (32)
CAN03-3 (A), CAN03-2 (A), CAN03-1 (A);
CAN02-3 (A), CAN02-2 (A), CAN02-1 (A);
CAN08-3 (A), CAN08-2 (A), CAN08-1 (A);
CAN01-3 (A), CAN01-2 (A), CAN01-1 (A),
CN4 (3)
harness
defective contact in connec- SSA16V159 only:
tor)
Wiring harness between CAN06 (B)
CAN05-3 (B), CAN05-2 (B), CAN05-1 (B);
Wiring harness between CAN07 (D)
CAN04-3 (B), CAN04-2 (B), CAN04-1 (B);
CAN03-3 (B), CAN03-2 (B), CAN03-1 (B);
CAN02-3 (B), CAN02-2 (B), CAN02-1 (B);
CAN08-3 (B), CAN08-2 (B), CAN08-1 (B);
CAN01-3 (B), CAN01-2 (B), CAN01-1 (B),
CN4 (8)
Resistance
Max. 1
Resistance
Max. 1

SDA12V160 only:
Between ground and CAN05 (A), ATC2
(32), RCM2 (32), HM4A (04), CN062 (3),
CN4 (3)
Resistance
Min. 1 M
Resistance
Min. 1 M
SSA16V159 only:
Between ground and CAN06 (A), CAN07
(E), ATC2 (32), RCM2 (32), HM4A (04),
CN062 (B), CN4 (3)
Resistance
Min. 1 M
SSA16V159 only:
Between ground and CAN06 (B), CAN07
(D), ATC2 (22), RCM2 (22), HM4A (12),
CN062 (10), CN4 (8)
Resistance
Min. 1 M
SDA12V160 only:
Between ground and CAN05 (B), ATC2
harness
(22), RCM2 (22), HM4A (12), CN062 (10),
3
(Contact with ground circuit) CN4 (8)
D21003 02/09
Troubleshooting
D21-85
Cause

Possible causes
and standard
value in normal
state

4 harness
Defective machine monitor,

engine controller, transmis5 sion controller, VHMS & PLM
controller, or retarder controller
D21-86
SDA12V160 only:
Between ground and CAN05 (A), ATC2
(32), RCM2 (32), HM4A (04), CN062 (3),
CN4 (3)
Voltage
Max. 1V
SDA12V160 only:
Between ground and CAN05 (B), ATC2
(22), RCM2 (22), HM4A (12), CN062 (10),
CN4 (8)
Voltage
Max. 1V
SSA16V159 only:
(E), ATC2 (32), RCM2 (32), HM4A (04),
CN062 (B), CN4 (3)
Voltage
Max. 1V
SSA16V159 only:
(D), ATC2 (22), RCM2 (22), HM4A (12),
CN062 (10), CN4 (8)
Voltage
Max. 1V
If causes 1 4 are not detected, machine monitor, engine controller,

transmission controller, VHMS & PLM controller or retarder controller or
may be defective. (Since trouble is in system, troubleshooting cannot be
carried out.)
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-87
FAILURE CODE [DAQ0KK] TRANSMISSION CONTROLLER POWER: SOURCE VOLTAGE

LOW
Action code
Failure code
E03
DAQ0KK
Contents of
trouble
Controller
response
Description
Transmission controller direct power supply: Lowering of source voltage

While engine was running, controller direct power supply circuit voltage lowered below 18 V.
Keeps current gear speed.
If gearshift lever is set in N, transmission is set in neutral.
Problem that
appears on
machine
If there is not power supply voltage (there is disconnection), transmission is set in neutral suddenly during
travel and machine cannot restart until voltage becomes normal.
The gear is set in Neutral suddenly during travel and the machine cannot start again until the voltage rises
to the normal level.
If power supply voltage is low, machine can move but transmission may slip because of load.
Related
information
If failure code "AB00MA" (Malfunction of alternator) is indicated, perform troubleshooting for it first.
If the fuse is broken, check the line between the fuse and ATC3 (female) (1) and (11) for grounding fault.
Refer to pages 2 & 6 of the electrical schematic.

Cause

a
1 Defective battery
Test the battery voltage and specific gravity of the battery fluid.
Battery voltage
Specific gravity of battery fluid
Voltage
Min. 24 V
Specific gravity
Min. 1.26

2) Disconnect negative () terminal of battery and insert T-adapter in
ATC3.
3) Connect negative () terminal of battery.
Possible causes
and standard
value in normal
state
Disconnection in wiring harness

2
contact)
Between battery relay terminal B ground
Voltage
20 30 V
Between ATC3 (1), (11) ground
Voltage
20 30 V
If there is voltage between battery relay terminal B and ground and there
is not voltage between ATC3 (1) and (11), wiring harness between them
has disconnection.
2) Disconnect negative () terminal of battery and connect T-adapter to
ATC3 (female)
Wiring harness between ATC3 (female)
(21), (31), (32), (33) ground
Resistance
Max. 1
If there is voltage between battery relay terminal B and ground but not
between ATC3 (1), (11), (14), (24) and ground, wiring harness or fuse is
broken.

2) Disconnect negative () terminal of battery and insert T-adapter in
ATC3.
3) Connect negative () terminal of battery.
4) Turn starting switch ON.
Between ATC3 (1), (11) (21), (31), (32),
(33)
D21-88
Troubleshooting
Voltage
20 30 V
02/09 D21003
FAILURE CODE [DAQ2KK] TRANSMISSION CONTROLLER / ECMV POWER: SOURCE

VOLTAGE LOW
Action code
Failure code
E03
Contents of
trouble
Controller
response
Problem that
appears on
machine
Related
information
DAQ2KK
Description
Transmission controller ECMV power source: Power source voltage too

low
Battery direct power source voltage of transmission controller has dropped to above 20 V, and
ECMV power source voltage has dropped to below 18 V.
Holds the gear speed.
Keeps neutral with shift lever neutral.
Suddenly shifts to neutral while traveling, and the machine cannot move off again.
When the fuse is blown, check for ground fault of line from fuse ATC3 (female) (2), (12), (22).

Cause
Possible causes
and standard
value in normal
state
harness
1
contact)

1)Turn starting switch OFF.
2)Disconnect negative () terminal of battery and insert T-adapter in
ATC3.
3)Connect negative () terminal of battery.
4)Turn starting switch ON.
Between 24 V battery power relay terminal
(3) ground
Voltage
20 30 V
Between ATC3 (2), (12), (22) ground
Voltage
20 30 V
If there is voltage between 24 V battery power relay terminal (3) and

ground and there is not voltage between ATC3 (2), (12), (22) and ground,
wiring harness between them has disconnection.
controller

ATC3.
Between ATC3 (2), (12), (22) (21), (31),
(32), (33)
D21003 02/09
Troubleshooting
Voltage
20 30 V
D21-89
FAILURE CODE [DAQ9KQ] TRANSMISSION CONTROLLER: MODEL SELECTION ERROR

Action code
Failure code
E03
DAQ9KQ
Contents of
trouble
Description
Transmission controller: Model selection error

Machine model information from machine monitor is different from machine model information saved in
transmission controller.
Monitor
response
Problem that
appears on
machine
Machine cannot travel.
Related
information
Cause
1
Possible causes
and standard
value in normal
state
Open circuit in wiring har2

ness.
Failure code [DAQ9KQ] is not displayed (Code is not displayed).

When machine monitor or transmission controller is replaced, set them
according to Testing and adjusting.
SDA12V160 only:
Between ATC2 (38) - GB10 ground
Resistance
Max. 1
SSA16V159 only:
Between ATC2 (28) - GB10 ground
Resistance
Max. 1
Resistance
Min. 1M
Resistance
Min. 1M
SDA12V160 only:
Short to ground in wiring har- Between ATC2 (28) - CNJ04 (23)
3
ness.
SSA16V159 only:
Between ATC2 (38) - CNJ04 (23)
4
D21-90
Wrong setting of machine

model by machine monitor
Installation of wrong transmission controller
Controller of correct part number is mounted.

Check part number If it is wrong, replace transmission controller with correct one.
Troubleshooting
02/09 D21003
FAILURE CODE [DAQRKR] TRANSMISSION CONTROLLER: COMMUNICATION ERROR

Action code
Failure code
E03
DAQRKR
Contents of
trouble
Description
Transmission controller: communication error

Machine monitor cannot obtain information from transmission controller through CAN communication circuit.
Controller
response
Keeps information at time of occurrence of abnormality.
Problem that
appears on
machine
System may not operate normally.

Information from transmission controller is not displayed.
Related
information
Possible causes
Cause
and standard
value in normal Perform troubleshooting for failure code [DAFRKR]
state
D21003 02/09
Troubleshooting
D21-91
FAILURE CODE [DAQRMA] TRANSMISSION CONTROLLER: OPTION SETTING ERROR

Action code
Failure code
E03
Contents of
trouble
Monitor
response
Problem that
appears on
machine
Related
information
Possible causes
and standard
value in normal
state
D21-92
DAQRMA
Description
Transmission controller: option setting error

(Machine monitor-transmission controller)
Option setting signals inputted from machine monitor with the starting switch ON are different from the
option settings that controller memorizes.
Holds the gear speed in neutral.
Controls with the option setting that the controller memorizes.
It does not return normal unless the starting switch is turned OFF.
The gear speed becomes neutral and the machine cannot move off again.
Perform initial setting and initial adjustment as when transmission controller is replaced.
Cause
1
Defective machine monitor

Defective option setting of machine monitor or internal defect of monitor
Troubleshooting
02/09 D21003
FAILURE CODE [DASOMA] ENGINE MALFUNCTION: RED INDICATOR LIGHT

Action code
Failure code
E03
DASOMA
Contents of
trouble
Problem that
appears on
machine
D21003 02/09
Engine malfunction: Red indicator light

(Engine Controller)
Engine controller detects an engine error code. The status of the code triggers the red stop light.
Monitor
response
Related
information
Description
For more information, download VHMS or contact the engine manufacturer.
Troubleshooting
D21-93
FAILURE CODE [DASOMC] ENGINE MALFUNCTION: AMBER INDICATOR LIGHT

Action code
Failure code
E03
DASOMC
Contents of
trouble
Problem that
appears on
machine
D21-94
Engine malfunction: Amber indicator light

(Engine Controller)
Engine controller detects an engine error code. The status of the code triggers the amber caution light.
Monitor
response
Related
information
Description
For more information, download VHMS or contact the engine manufacturer.
Troubleshooting
02/09 D21003
FAILURE CODE [DASRKR] ENGINE: COMMUNICATION ERROR

Action code
Failure code
E03
DASRKR
Contents of
trouble
Monitor
response
Problem that
appears on
machine
Related
information
Description
Engine malfunction: Communication error

(Engine Controller)
Monitor does not receive engine coolant temperature information properly through the communication network.
Turns on warning lamp and activates the warning alarm buzzer.
The monitor does not receive correct engine information related to coolant temperature and lamp status.
Possible causes
Cause
and standard
value in normal Perform troubleshooting for DAFRKR. If the failure code persists, contact the engine manufacturer.
state
D21003 02/09
Troubleshooting
D21-95
FAILURE CODE [DB10KT] RETARDER CONTROLLER NONVOLATILE MEMORY:

CONTROLLER ERROR
Action code
Failure code
E01
DB10KT
Contents of
trouble
Controller
response
Problem that
appears on
machine
Description
Retarder controller nonvolatile memory: controller error

An abnormality has occurred in the nonvolatile memory inside the controller.

Control the model selection and option setting with default value.
Even if the cause of the failure has been eliminated automatically, the machine does not return to normal
unless once resetting the starting switch OFF.
Machine parameter may change and power may increase or decrease.
Related
information
Possible causes
and standard
value in normal
state
D21-96
Cause
1

Since this is an internal defect, it cannot be diagnosed.
Replace to controller.
Troubleshooting
02/09 D21003
FAILURE CODE [DB12KK] RETARDER CONTROLLER SOLENOID POWER SOURCE: MALFUNCTION

Action code
Failure code
E03
DB12KK
Contents of
trouble
Controller
response
Problem that
appears on
machine
Related
information
Description
Retarder controller solenoid power source: Malfunction

While controller direct power source voltage is normal, solenoid power source voltage has become below
18 V.
Turn OFF all of output circuits.
Turn OFF sensor 24 V power source.
All systems of retarder controller do not operate. (retarder, ARSC and ASR)
If the fuse is blown, check for ground fault of line from fuse RCM3 (female) (2), (12), (22).
If failure code "DAQ0KK" or "DAQ2KK" (transmission controller power source) is displayed, perform troubleshooting for it first.
Refer to pages 2, 6 & 8 of the electrical schematic.

Cause

RCM3.
Possible causes
and standard
value in normal
state
harness
1
contact)
Between terminal 3 on the 24V power

relay (battery box) ground
Voltage
20 30 V
Between RCM3 (2), (12), (22) ground
Voltage
20 30 V
If voltage at fuse FU1 (7) is normal and voltage at RCM3 (2), (12), (22)
is abnormal, wiring harness between fuse FU1 (7) RCM3 (female)
(2), (12), (22) has disconnection.
2)Disconnect negative () terminal of battery and connect T-adapter to
RCM3 (female).
(21), (31), (32), (33) ground
2 Defective retarder controller
Max. 1

RCM3.
Between RCM3 (2), (12), (22) ground
D21003 02/09
Resistance
Troubleshooting
Voltage
20 30 V
D21-97
FAILURE CODE [DB13KK] RETARDER CONTROLLER BATTERY DIRECT POWER SOURCE:

SOURCE VOLTAGE LOW
Action code
Failure code
E03
DB13KK
Contents of
trouble
Controller
response
Problem that
appears on
machine
Related
information
Description
Retarder controller battery direct power source: Source voltage low

Controller source voltage is below 18 V.

Turns all output OFF.
Retarder does not operate.

When the fuse is blown, check the short circuit of line from fuse RCM3 (female) (1), (11), (2), (12), (22).
If failure code "DAQ0KK" or "DAQ2KK" (transmission controller power source) is displayed, perform troubleshooting for it first.

Cause

Check battery voltage and electrolyte specific gravity.
1 Defective battery
Battery voltage
Voltage
Min. 24 V
Battery electrolyte specific gravity
Specific
gravity
Min. 1.26

2) Disconnect battery () terminal and connect T-adapter to RCM3
(female).
(21), (31), (32), (33) ground
Possible causes
and standard
value in normal
state

2 (Disconnection in wiring or
Resistance
Max. 1

2)Disconnect battery () terminal and insert T-adapter in RCM3 (female).
3)Connect battery () terminal.
Between battery relay terminal B ground
Voltage
20 30 V
Between RCM3 (1), (11) ground
Voltage
20 30 V

2) Disconnect battery () terminal and connect T-adapter to RCM3
(female).
If there is voltage between battery 24V power relay circuits (1 & 3) and
ground but not between ATC3 (1), (11) and ground, wiring harness or fuse
is broken.

2)Disconnect battery () terminal and insert T-adapter in RCM3 (female).
3)Connect battery () terminal.
Between RCM3 (1), (11) ground
D21-98
Troubleshooting
Voltage
20 30 V
02/09 D21003
FAILURE CODE [DB19KQ] RETARDER CONTROLLER: MODEL SELECTION ERROR

Action code
Failure code
E03
DB19KQ
Contents of
trouble
Monitor
response
Problem that
appears on
machine
Related
information
Description
Information of model selection input from machine monitor when starting switch is turned ON is different
from model selection saved in retarder controller.
Turns all outputs OFF.
Even if cause of failure disappears, system does not reset itself until starting switch is turned OFF.
When operator performs starting operation, machine does not start.
Perform initial setting and adjustment of retarder controller to be performed after replacement.
Cause
Possible causes
and standard
value in normal
state
D21003 02/09
Retarder controller: Model selection error

Wrong model selection in

1
machine monitor
Failure code [DB19KQ] is not displayed.

Machine model may not be set correctly in machine monitor. After
replacing machine monitor or retarder controller, set them correctly
according to Testing and adjusting volume.
Wrong retarder controller may be installed. Check its part No. and
install correct retarder controller.
Troubleshooting
D21-99
FAILURE CODE [DB1RKR] RETARDER CONTROLLER: COMMUNICATION ERROR

Action code
E03
Contents of
trouble
Controller
response
Problem that
appears on
machine
Failure code
DB1RKR
Description
Retarder controller: Communication error

(Between retarder controller transmission controller)
Updating of received data from retarder controller has stopped.

AISS is locked in LOW. (until starting switch is turned OFF.)
Keep the information at the time when abnormality occurred.
Turns on centralized warning lamp and sounds alarm buzzer.
The information and special functions which are retrieved from retarder controller do not work or display.
Related
information
Refer to pages 10 of the electrical schematic.
Cause
Defective CAN terminal
1
resistor (Internal defect)

CAN01-2 (male)
Resistance
Between (A) (B)
Approx. 120 12

Possible causes
and standard
value in normal
state
D21-100
Wiring harness between CAN06 (A)

CAN05-3 (A), CAN05-2 (A), CAN05-1 (A);
Wiring harness between CAN07 (E)
CAN04-3 (A), CAN04-2 (A), CAN04-1 (A);
CAN03-3 (A), CAN03-2 (A), CAN03-1 (A);
CAN02-3 (A), CAN02-2 (A), CAN02-1 (A);
CAN08-3 (A), CAN08-2 (A), CAN08-1 (A);
CAN01-3 (A), CAN01-2 (A), CAN01-1 (A),
CN4 (3)
harness
defective contact in connecWiring harness between CAN06 (B)
tor)
CAN05-3 (B), CAN05-2 (B), CAN05-1 (B);
Wiring harness between CAN07 (D)
CAN04-3 (B), CAN04-2 (B), CAN04-1 (B);
CAN03-3 (B), CAN03-2 (B), CAN03-1 (B);
CAN02-3 (B), CAN02-2 (B), CAN02-1 (B);
CAN08-3 (B), CAN08-2 (B), CAN08-1 (B);
CAN01-3 (B), CAN01-2 (B), CAN01-1 (B),
CN4 (8)
Troubleshooting
Resistance
Max. 1
Resistance
Max. 1
02/09 D21003
Cause

Possible causes
and standard
value in normal
state

harness
(E), ATC2 (32), RCM2 (32), HM4A (04),
3
(Contact with ground circuit) CN062 (B), CN4 (3)
Resistance
Min. 1 M

(D), ATC2 (22), RCM2 (22), HM4A (12),
CN062 (10), CN4 (8)
Resistance
Min. 1 M
4 harness
Defective machine monitor,

engine controller, transmis5 sion controller, VHMS & PLM
controller, or retarder controller
D21003 02/09

(E), ATC2 (32), RCM2 (32), HM4A (04),
CN062 (B), CN4 (3)
Voltage
Max. 1V

(D), ATC2 (22), RCM2 (22), HM4A (12),
CN062 (10), CN4 (8)
Voltage
Max. 1V
If causes 1 4 are not detected, machine monitor, engine controller,

transmission controller, VHMS & PLM controller or retarder controller or
may be defective. (Since trouble is in system, troubleshooting cannot be
carried out.)
Troubleshooting
D21-101
FAILURE CODE [DB1RMA] RETARDER CONTROLLER: OPTION SETTING ERROR

Action code
Failure code
E03
DB1RMA
Contents of
trouble
Monitor
response
Problem that
appears on
machine
Related
information
Description
Information of option setting sent from machine monitor when starting switch is turned ON is different from
option setting saved in retarder controller.
Turns machine monitor and option system caution lamp ON and sounds alarm buzzer.
Controls with option setting saved in controller.
None in particular.
Perform initial setting and adjustment of retarder controller to be performed after replacement.
Cause
Possible causes
and standard
value in normal
state
D21-102
Retarder controller: Option setting error

Wrong option setting in

machine monitor
Option may be set wrongly in machine monitor. When machine monitor or

retarder controller is replaced, set it correctly according to Testing and
adjusting.
If cause 1 is not detected, machine monitor may be defective. (Since trouble is in system, troubleshooting cannot be carried out.)
Troubleshooting
02/09 D21003
FAILURE CODE [dBBRKR] VHMS: COMMUNICATION ERROR

Action code
Failure code
E03
dBBRKR
Description
VHMS Communication Error

(Machine Monitor)
Contents of
trouble
Machine monitor cannot obtain information from the VHMS controller through the communication network.
Controller
Response
Keeps information at time of occurrence of error.
Problem that
appears on
machine
Related
information
The system may not operate normally.

Information from the VHMS controller is not displayed.
Method for reproducing failure codes: turn the key switch ON.
Possible causes
Cause
and standard
value in normal Perform troubleshooting for DAFRKR.
state
D21003 02/09
Troubleshooting
D21-103
FAILURE CODE [DDB4MA] BRAKE SENSOR: OPEN OR SHORT CIRCUIT

Action code
Failure code
E01
DDB4MA
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description
Suspension pressure sensor system: Brake pedal sw, front brake apply
sw, brake apply sw (Retarder controller system)
Brake operates even though the driver does not work the foot brake.
None in particular
Brake drags
Input state can be checked with monitoring function (Code: 44700 (Brake pedal), 35102 (Front brake
apply), 35700 (Brake apply)).

Cause

Defective brake pedal, front

1 brake apply, or brake apply
sensor
Between CN240 (A) - (B)
Resistance
Max. 1
Between CN240 (C) - (B)
Resistance
Min. 1 M
Between CN231 (A) - (B)
Resistance
Max. 1
Between CN231 (C) - (B)

Between CN027 (C) (B)
Possible causes
and standard
value in normal
state
harness
2
Brake pedal sw failure
harness
3 (Contact with ground circuit)
Front brake apply sw or
Brake apply sw failure
harness
4
Front brake apply switch or
brake apply switch failure
D21-104
Defective Retarder
controller
Resistance
Min. 1 M
Brake Pedal Applied
Resistance
Max. 1
Brake Pedal Not

Applied
Resistance
Min. 1 M

(B) RCM3 (39)
Resistance
Max. 1

(C) RCM1 (12)
Resistance
Max. 1

(B) RCM3 (39)
Resistance
Min. 1 M

(C) RCM1 (12)
Resistance
Min. 1 M
(B) RCM3 (39)
Voltage
Max. 1 V

(C) RCM1 (12)
Voltage
Max. 1 V
If no other problems were found, the controller may be defective..
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-105
FAILURE CODE [DDD7KX] ARSC SWITCH: INPUT SIGNAL OUT OF RANGE

Action code
E03
Contents of
trouble
Failure code
DDD7KX
Description
ARSC switch: input signal range out of range

(When ARSC is set and ARSC system switch is ON)
The input signal circuit voltage of the travel speed set switch is below 0.3 V.
Controller
When ARSC operates, the controller releases the brake gradually.
Response
Problem that
appears on
This failure does not have a serious effect on the machine.
machine
Related
None in particular.
information
Cause
2) Replace the travel speed set switch (ARSC SET switch).
Defective travel speed set
1
Failure is not
Replace the travel
switch (ARSC SET switch)
Switch is normal
repaired.
speed set switch
(ARSC SET switch). Failure is repaired.
Switch is defective
2 Defective register (250 )
Between CN034 (female) (1) (2)
Resistance
250 25
Possible causes
3 Defective resistor (1,020 ) 3) Connect T-adapter.
and standard
value in normal
Between CN035 (female) (1) (2)
Resistance 1,020 102
state
2) Disconnect connectors RCM1, RCM3, CN092, and CN035, CN034.
Resistance
Max. 1
Disconnection in wiring har- (34) CN034 (male) (2)
ness
4
(Disconnection or defective (13) CN034 (male) (1) CN092 (female)
Resistance
Max. 1
contact)
(1)
Wiring harness between CN035 (male) (1)
Resistance
Max. 1
CN092 (female) (3)
Wiring harness between CN035 (male) (2)
Resistance
Max. 1
CN092 (female) (2)
D21-106
Troubleshooting
02/09 D21003
Cause
Possible causes
and standard
value in normal
state
D21003 02/09

2) Disconnect connector RCM1 and RCM3.
Between RCM3 (34) RCM1 (21)
Voltage
Approx. 5 V
When set switch is
Resistance 1,020 102
ON
When set switch is
Resistance
68 6.8
TOUCH UP
Between RCM1
(female) (13) (21) When set switch is
Resistance 198 19.8
TOUCH DOWN
When set switch is
Resistance 418 41.8
CANCEL
Troubleshooting
D21-107
FAILURE CODE [DDD8KA] ARSC SWITCH: OPEN CIRCUIT

Action code
Failure code
E03
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
DDD8KA
Description
ARSC switch: Open circuit

The ON input of the ARSC system switch is ON and the OFF input of the system switch is ON.
Condition of ARSC switch can be checked with monitoring function (Code: 37701 (V)).

Cause
1
contact)
Possible causes
and standard
value in normal
state
Defective ARSC system

switch

2) Disconnect connectors CN054 and CN2B.
Wiring harness between CN2B (female) (1)
CN054 (female) (3)
Resistance
Max. 1

2) Replace the ARSC system switch with normal one.
When the ARSC system switch
is replaced with normal one, is
failure repaired?
No
System switch is normal
Yes
System switch is defective

2) Disconnect connector CN2B.
D21-108
Turn the ARSC system switch ON

Between CN2B (1) (Press it up).
ground
Turn the ARSC system switch OFF
(Press it down).
Troubleshooting
Voltage
20 30 V
Voltage
Max. 1 V
02/09 D21003
FAILURE CODE [DDD8KB] ARSC SWITCH: SHORT CIRCUIT

Action code
Failure code
E03
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
DDD8KB
Description
ARSC switch: Short circuit

The ON input of the ARSC system switch is ON and the OFF input of the system switch is ON.
Condition of ARSC switch can be checked with monitoring function (Code: 37701 (V)).

Cause

2) Disconnect connectors CN2B and CN054.
1 Hot short in wiring harness
Possible causes
and standard
value in normal
state
ARSC system switch defective

CN054 (female) (3)
Voltage
Max. 1 V

CN054 (female) (2)
Voltage
Max. 1 V

2) Replace the ARSC system switch with normal one.
When the ARSC system switch
is replaced with normal one, is
failure repaired?
No
Yes
System switch is defective

3 Machine monitor defective
D21003 02/09
Turn the ARSC system switch ON

Between CN2B (1) (Press it up).
ground
Turn the ARSC system switch OFF
(Press it down).
Troubleshooting
Voltage
20 30 V
Voltage
Max. 1 V
D21-109
FAILURE CODE [DDDAKA] ASR CUT SWITCH: OPEN CIRCUIT

Action code
Failure code
E01
DDDAKA
Description
ASR cut switch: Open Circuit

Contents of
trouble
The ON input of the ASR system switch is OFF and the OFF input of the system switch is OFF.
Controller
Response
Resets ASR control.
Problem that
appears on
machine
Machine is not affected seriously.

ASR control cannot be continued.
Related
information
Cause



CN060 (female) (1)
2 Defective ASR cut switch
Max. 1
Resistance
Max. 1

CN060 (female) (2)
Possible causes
and standard
value in normal
state
Resistance

2) Replace ASR system switch with normal switch.
When ASR system switch is
replaced with normal switch,
does condition become normal?
No
Yes
System switch is abnormal

D21-110
Between CN2B (3) ASR cut switch ON

ground
ASR cut switch OFF
Voltage
20 30 V
Voltage
Max. 1 V
Between CN2B (9) ASR cut switch ON

ground
ASR cut switch OFF
Voltage
Max. 1 V
Voltage
20 30 V
Troubleshooting
02/09 D21003
FAILURE CODE [DDDAKB] ASR CUT SWITCH: SHORT CIRCUIT

Action code
Failure code
E01
DDDAKB
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Description
ASR cut switch: Short circuit

ASR cut switch ON input is turned ON and system switch OFF input is turned ON.
Resets ASR control.
Machine is not affected particularly.
ASR control cannot be continued.
Related
information
Cause

1 Hot short in wiring harness
Possible causes
and standard
value in normal
state
2 Defective ASR cut switch
Between ground and wiring harness

between CN2B (female) (3) CN060
(female) (3)
Voltage
Max. 1 V

between CN2B (female) (9) CN060
(female) (2)
Voltage
Max. 1 V

2) Replace ASR cut switch with normal switch.
When ASR cut switch is
replaced with normal switch, is
condition normal?
No
ASR cut switch is normal
Yes
ASR cut switch is defective

D21003 02/09
Between CN2B (3) ASR cut switch OFF

ground
ASR cut switch ON
Voltage
20 30 V
Voltage
Max. 1 V
Between CN2B (9) ASR cut switch OFF

ground
ASR cut switch ON
Voltage
Max. 1 V
Voltage
20 30 V
Troubleshooting
D21-111
FAILURE CODE [DDP6MA] BRAKE SWITCH: OPEN OR SHORT CIRCUIT

Action code
Failure code
E01
DDP6MA
Description
Brake switch: Open or short circuit

Contents of
trouble
Brake does not operate even though the driver works the emergency brake.
Controller
Response
None in particular
Problem that
appears on
machine
Related
information
Emergency brake does not operate

Input State can be checked with monitoring function (Code: 35102 (Front brake apply), 35100 (Brake
apply)).

Cause

Possible causes
and standard
value in normal
state
Defective front brake apply

or brake apply sensor
harness
2 defective contact in connector)
harness
3 (a contact with 24 V circuit)
D21-112
Between CN231 (female)

(B) (C)
Resistance
Between CN240 (female)

(B) (C)
Resistance
Brake ON
Max. 1
Brake OFF
Min. 1 M
Brake ON
Max. 1
Brake OFF
Min. 1 M

(B) RCM3 (39)
Resistance
Max. 1

(C) RCM1 (6)
Resistance
Max. 1
(B) RCM3 (39)
Voltage
Max. 1 V

(C) RCM1 (6)
Voltage
Max. 1 V
If no other problems have been found, the controller may be defective.
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-113
FAILURE CODE [DDTHKA] HIGH CLUTCH FILL SWITCH: OPEN CIRCUIT

Action code
Failure code
E03
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
DDTHKA
Description
High clutch fill switch: Open Circuit

(Command is Holding pressure, fill switch is OFF, and slip is not sensed)
When the output to the Hi clutch ECMV is turned ON, the clutch is engaged but the signal from the fill
switch is not turned ON.
The controller keeps the current gear speed.
If the shift lever is set in the "N" position, the controller keeps the gear in Neutral.
The gear cannot be shifted.
If the shift lever is set in the "N" position, the machine cannot start until it is stopped.
This failure can be checked in the monitoring function (Code: 31520).
Cause

2) Disconnect connector CN14 (H, SW).
1 Defective Hi clutch fill switch

Between CN14 (H, SW) (male)
(1) ground
Possible causes
and standard
value in normal
state

2
contact)
When disResistance
engaged
Min. 1 M
When
engaged
Max. 1
Resistance

2) Disconnect connectors ATC3 and CN14 (H, SW).
CN14 (H, SW) (female) (1)
Resistance
Max. 1
When disResistance
engaged
Min. 1 M
When
engaged
Max. 1

3
D21-114

ground
Troubleshooting
Resistance
02/09 D21003
D21003 02/09
Troubleshooting
D21-115
FAILURE CODE [DDTJKA] LOW CLUTCH FILL SWITCH: OPEN CIRCUIT

Action code
Failure code
E03
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
DDTJKA
Description
Low clutch fill switch: Open circuit

When the output to the Lo clutch ECMV is turned ON, the clutch is engaged but the signal from the fill
Cause

2) Disconnect connector CN12 (L,SW).
1 Defective Lo clutch fill switch

Between CN12 (L,SW) (male)
(1) ground
Possible causes
and standard
value in normal
state

2
contact)
When disengaged
Resistance
Min. 1 M
When
engaged
Resistance
Max. 1

2) Disconnect connectors ATC3 and CN12 (L,SW).
CN12 (L,SW) (female) (1)
Resistance
Max. 1
When disengaged
Resistance
Min. 1 M
When
engaged
Resistance
Max. 1

3
D21-116

ground
Troubleshooting
02/09 D21003
D21003 02/09
Troubleshooting
D21-117
FAILURE CODE [DDTKKA] 1ST CLUTCH FILL SWITCH: OPEN CIRCUIT

Action code
Failure code
E03
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
DDTKKA
Description
1st clutch fill switch: Open circuit

When the output to the 1st clutch ECMV is turned ON, the clutch is engaged but the signal from the fill
If the shift lever is set in the "N" position, the controller keeps the gear in neutral.
Cause

2) Disconnect connector CN8 (1, SW).
1 Defective 1st clutch fill switch
Possible causes
and standard
value in normal
state

2
contact)
When disBetween CN8 (1, SW) (male) (1) engaged

ground
When
engaged
Resistance
Min. 1 M
Resistance
Max. 1

2) Disconnect connectors ATC3 and CN8 (1, SW).
CN8 (1, SW) (female) (1)
Resistance
Max. 1
When disengaged
Resistance
Min. 1 M
When
engaged
Resistance
Max. 1

3
D21-118

ground
Troubleshooting
02/09 D21003
D21003 02/09
Troubleshooting
D21-119
FAILURE CODE [DDTLKA] 2ND CLUTCH FILL SWITCH: OPEN CIRCUIT

Action code
Failure code
E03
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
DDTLKA
Description
2nd clutch fill switch: Open circuit

When the output to the 2nd clutch ECMV is turned ON, the clutch is engaged but the signal from the fill
Cause

2) Disconnect connector CN10 (2,SW).
Possible causes
and standard
value in normal
state
Defective 2nd clutch fill

switch

2
contact)
Between CN10 (2,SW) (male)

(1) ground
When disengaged
Resistance
Min. 1 M
When
engaged
Resistance
Max. 1

CN10 (2,SW) (female) (1)
Resistance
Max. 1
When disengaged
Resistance
Min. 1 M
When
engaged
Resistance
Max. 1

3
D21-120

ground
Troubleshooting
02/09 D21003
D21003 02/09
Troubleshooting
D21-121
FAILURE CODE [DDTMKA] 3RD CLUTCH FILL SWITCH: OPEN CIRCUIT

Action code
Failure code
E03
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
DDTMKA
Description
3rd clutch fill switch: Open circuit

When the output to the 3rd clutch ECMV is turned ON, the clutch is engaged but the signal from the fill
Cause

2) Disconnect connector CN4 (3,SW).
Possible causes
and standard
value in normal
state
Defective 3rd clutch fill

switch

2
contact)
When disBetween CN4 (3,SW) (male) (1) engaged

ground
When
engaged
Resistance
Min. 1 M
Resistance
Max. 1

CN4 (3,SW) (female) (1)
Resistance
Max. 1
When disengaged
Resistance
Min. 1 M
When
engaged
Resistance
Max. 1

3
D21-122

ground
Troubleshooting
02/09 D21003
D21003 02/09
Troubleshooting
D21-123
FAILURE CODE [DDTNKA] REVERSE CLUTCH FILL SWITCH: OPEN CIRCUIT

Action code
Failure code
E03
DDTNKA
Description
R clutch fill switch: Open circuit

Contents of
trouble
When the output to the R clutch ECMV is turned ON, the clutch is engaged but the signal from the fill
Controller
Response

Problem that
appears on
machine
Related
information

This failure can be checked in the monitoring function (Code: 31520)
Cause

2) Disconnect connector CN6 (R,SW).
1 Defective R clutch fill switch
Possible causes
and standard
value in normal
state

2
contact)
When disBetween CN6 (R,SW) (male) (1) engaged

ground
When
engaged
Resistance
Min. 1 M
Resistance
Max. 1

2) Disconnect connectors ATC3 and CN6 (R,SW).
CN6 (R,SW) (female) (1)
Resistance
Max. 1
When disengaged
Resistance
Min. 1 M
When
engaged
Resistance
Max. 1

3
D21-124

ground
Troubleshooting
02/09 D21003
D21003 02/09
Troubleshooting
D21-125
FAILURE CODE [DDTRKA] MID CLUTCH FILL SWITCH: OPEN CIRCUIT

Action code
Failure code
E03
DDTRKA
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description
Mid clutch fill switch: Open circuit

(Command is Holding pressure, fill switch is OFF, and slip is not
sensed)
When the output to the Mid clutch ECMV is turned ON, the clutch is engaged but the signal from the fill
Cause

2) Disconnect connector CN16 (M,SW).
1 Defective R clutch fill switch
Possible causes
and standard
value in normal
state

2
contact)
When disResistance Min. 1 M

Between CN16 (M,SW) (male) (1) engaged
ground
When
Resistance Max. 1
engaged
2) Disconnect connectors ATC3 and CN16 (M,SW).
Wiring harness between ATC3 (female) (20) CN16 (M,SW) (female) (1)
Resistance Max. 1

3
D21-126

ground
Troubleshooting
When disResistance Min. 1 M

engaged
When
engaged
Resistance Max. 1
02/09 D21003
D21003 02/09
Troubleshooting
D21-127
FAILURE CODE [DF10KA] SHIFT LEVER: OPEN CIRCUIT

Action code
E03
Contents of
trouble
Controller
Response
Failure code
DF10KA
Gear shift lever signal is not input at all.
Problem that
appears on
machine
Gear speed is still in neutral and cannot start vehicle.

Cannot shift between forward and reverse positions.
All gear shift lever position lamps go out.
Description
Shift lever: Open circuit (No lever signal input)

Controls according to previous gear shift lever information before abnormality occurs.
Related infor Non in particular.

mation
Refer to pages 2, 5 & 6 of the electrical schematic for reference.
Cause
Gear shift lever is being pushed even though it is not operated.
1 Operational error
harness
2
contact of connectors)
Possible causes
and standard
value in normal
state
Defective harness grounding

D21-128
Gear shift lever has been stopped at the midway point between each of
the gear positions.
2)Connect T-adapter to connector CN033A (male).
Harness between FU3 (3) CN033A (male)
Resistance
Max. 1
(1)
Resistance
Max. 1
CN033A (male) (3)
Resistance
Max. 1
CN033A (male) (5)
Resistance
Max. 1
CN033A (male) (4)
Resistance
Max. 1
CN033A (male) (6)
Resistance
Max. 1
CN033A (male) (7)
Resistance
Max. 1
CN033A (male) (8)
Resistance
Max. 1
CN033A (male) (9)
Resistance
Max. 1
CN033A (male) (10)
Resistance
Max. 1
CN033A (male) (11)
Resistance
Max. 1
(31), (32), (33) CN033A (male) (2)
2)Connect T-adapter to connectors ATC1 (female), ATC2 (female), and
CN033A (male).
between ATC2 (female) (35) CN033A
(male) (3)
(male) (5)
Troubleshooting
Resistance
Min. 1 M
Resistance
Min. 1 M
02/09 D21003
Cause

Resistance
Min. 1 M
(male) (4)
Resistance
Min. 1 M
(male) (6)
Resistance
Min. 1 M
(male) (7)
Defective harness grounding Between ground and wiring harness
(Contact with ground circuit) between ATC2 (female) (36) CN033A
Resistance
Min. 1 M
(male) (8)
Resistance
Min. 1 M
(male) (9)
between ATC2 (female) (16) SF1 (male)
Resistance
Min. 1 M
(10)
between ATC2 (female) (6) SF1 (male)
Resistance
Min. 1 M
(11)
2) Insert T-adapter in connector SF1.
Possible causes
and standard
value in normal
state
4 Defective gear shift lever
D21003 02/09
In shift range "R"

Between CN033A (3)
In shift range other
ground
than "R"
In shift range "N"
Between CN033A (4)
ground
than "N"
In shift range "D"
Between CN033A (5)
ground
than "D"
In shift range "6"
Between CN033A (6)
ground
than "6"
In shift range "5"
Between CN033A (7)
ground
than "5"
In shift range "4"
Between CN033A (8)
ground
than "4"
In shift range "3"
Between CN033A (9)
ground
than "3"
In shift range "2"
Between CN033A
(10) ground
than "2"
In shift range "L"
Between CN033A
(11) ground
than "L"
Troubleshooting
Voltage
20 30 V
Voltage
Max. 1 V
Voltage
20 30 V
Voltage
Max. 1 V
Voltage
20 30 V
Voltage
Max. 1 V
Voltage
20 30 V
Voltage
Max. 1 V
Voltage
20 30 V
Voltage
Max. 1 V
Voltage
20 30 V
Voltage
Max. 1 V
Voltage
20 30 V
Voltage
Max. 1 V
Voltage
20 30 V
Voltage
Max. 1 V
Voltage
20 30 V
Voltage
Max. 1 V
D21-129
Cause
Possible causes
and standard
value in normal
state
D21-130
controller

2) Insert T-adapter in connectors ATC1 and ATC2.
In shift range "R"
Voltage
20 30 V
Between ATC2 (35)
ground
Voltage
Max. 1 V
than "R"
In shift range "D"
Voltage
20 30 V
Between ATC2 (25)
In
shift
range
other
ground
Voltage
Max. 1 V
than D
In shift range "N"
Voltage
20 30 V
Between ATC1 (6)
In
shift
range
other
ground
Voltage
Max. 1 V
than "N"
In shift range "6"
Voltage
20 30 V
Between ATC2 (15)
ground
Voltage
Max. 1 V
than "6"
In shift range "5"
Voltage
20 30 V
Between ATC2 (5)
In
shift
range
other
ground
Voltage
Max. 1 V
than "5"
In shift range "4"
Voltage
20 30 V
Between ATC2 (36)
In
shift
range
other
ground
Voltage
Max. 1 V
than "4"
In shift range "3"
Voltage
20 30 V
Between ATC2 (26)
ground
Voltage
Max. 1 V
than "3"
In shift range "2"
Voltage
20 30 V
Between ATC2 (16)
In
shift
range
other
ground
Voltage
Max. 1 V
than "2"
In shift range "L"
Voltage
20 30 V
Between ATC2 (6)
In
shift
range
other
ground
Voltage
Max. 1 V
than "L"
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-131
FAILURE CODE [DF10KB] SHIFT LEVER: SHORT CIRCUIT

Action code
E03
Failure code
DF10KB
Description
Shift lever: Short circuit

(Input of multiple lever signal)
Contents of
trouble
Gear shift lever signals have been inputted at the same time from 2 or more systems.
Controller
Response
Controls according to high priority signal.

(1): N > D > 6> 5 > 4 > 3 > 2 > L
(2): N > R
Shifts gear speed to neutral when signals have been inputted from system (1) and system (2) at the same
time.
Problem that
appears on
machine
There are cases where the gear speed is shifted to a higher gear speed than that which has been set by
the gear shift lever.
Gear speed is still in neutral and cannot start vehicle.
Gear shift lever position lamp does not indicate actual gear shift lever position.
Related
None in particular.
information
Refer to pages 2, 5 & 6 of the electrical schematic for reference.
Cause
2) Connect T-adapter to connectors ATC1 (female), ATC2 (female), and
CN033A (male).
When not at
Voltage
R,
(male) (3)
Max. 1 V
When not at
Voltage
D,
(male) (5)
Max. 1 V
When not at
Voltage
N,
(male) (4)
Max. 1 V
When not at
Possible causes
Voltage
6,
and standard
Defective hot short in wiring between ATC2 (female) (15) CN033A
(male) (6)
Max. 1 V
value in normal 1 harness
state
(a contact with 24 V circuit) Between ground and wiring harness
When not at
Voltage
5,
(male) (7)
Max. 1 V
When not at
Voltage
4,
(male) (8)
Max. 1 V
When not at
Voltage
3,
(male) (9)
Max. 1 V
When not at
Voltage
2,
(male) (10)
Max. 1 V
When not at
Voltage
L,
(male) (11)
Max. 1 V
D21-132
Troubleshooting
02/09 D21003
Cause
2 Defective gear shift lever
Possible causes
and standard
value in normal
state
D21003 02/09
controller

2) Insert T-adapter in connector SF1 (male).
In shift range "R"
Voltage
20 30 V
Between CN033A (3)
ground
Voltage
Max. 1 V
than "R"
In shift range "N"
Voltage
20 30 V
Between CN033A (4)
In
shift
range
other
ground
Voltage
Max. 1 V
than "N"
In shift range"D"
Voltage
20 30 V
Between CN033A (5)
ground
Voltage
Max. 1 V
than "D"
In shift range "6"
Voltage
20 30 V
Between CN033A (6)
In
shift
range
other
ground
Voltage
Max. 1 V
than "6"
In shift range "5"
Voltage
20 30 V
Between CN033A (7)
ground
Voltage
Max. 1 V
than "5"
In shift range "4"
Voltage
20 30 V
Between CN033A (8)
In
shift
range
other
ground
Voltage
Max. 1 V
than "4"
In shift range "3"
Voltage
20 30 V
Between CN033A (9)
ground
Voltage
Max. 1 V
than "3"
In shift range "2"
Voltage
20 30 V
Between CN033A
In
shift
range
other
(10) ground
Voltage
Max. 1 V
than "2"
In shift range "L"
Voltage
20 30 V
Between CN033A
In
shift
range
other
(11) ground
Voltage
Max. 1 V
than "L"
Turn the starting switch OFF.
In shift range "R"
Voltage
20 30 V
Between ATC2 (35)
In
shift
range
other
ground
Voltage
Max. 1 V
than "R"
In shift range "D"
Voltage
20 30 V
Between ATC2 (25)
ground
Voltage
Max. 1 V
than "D"
In shift range"N"
Voltage
20 30 V
Between ATC1 (6)
In
shift
range
other
ground
Voltage
Max. 1 V
than N
In shift range "6"
Voltage
20 30 V
Between ATC2 (15)
ground
Voltage
Max. 1 V
than "6"
In shift range "5"
Voltage
20 30 V
Between ATC2 (5)
In
shift
range
other
ground
Voltage
Max. 1 V
than "5"
In shift range "4"
Voltage
20 30 V
Between ATC2 (36)
ground
Max. 1 V
Voltage
than "4"
Troubleshooting
D21-133
Cause
Possible causes
and standard
value in normal
3
state
D21-134
controller

In shift range "3"
Voltage
20 30 V
Between ATC2 (26)
In
shift
range
other
ground
Voltage
Max. 1 V
than "3"
In shift range "2"
Voltage
20 30 V
Between ATC2 (16)
In
shift
range
other
ground
Voltage
Max. 1 V
than "2"
In shift range "L"
Voltage
20 30 V
Between ATC2 (6)
In
shift
range
other
ground
Voltage
Max. 1 V
than "L"
Troubleshooting
02/09 D21003
FAILURE CODE [DGF1KX] TRANSMISSION OIL TEMPERATURE SENSOR: INPUT SIGNAL

OUT OF RANGE
Action code
Failure code
E03
DGF1KX
Description
Transmission oil temperature sensor: Input signal out of range

Contents of
trouble
The voltage of the signal circuit of the transmission oil temperature sensor is below 0.97 V (above 150?)
or only transmission oil temperature is low (transmission oil temperature sensor signal circuit voltage is
above 4.56 V (below 15 ?) and torque converter and brake oil temperature sensor voltage is below 3.7 V
(above 55 ?).
Controller
Response
The controller controls the clutch oil pressure, fixing the sensed oil temperature high.
Problem that
appears on
machine
Related
information
Gear shift shocks become large.
This failure can be checked in the monitoring function (Code: 32500 (?), 32501 (V)).
Refer to page 5 of the electrical schematic for reference.

Cause

2) Disconnect connector LUB,T.
Defective transmission oil

temperature sensor

2
contact)
Possible causes
and standard
value in normal
state
Between
LUB,T
(male) (1)
(2)
Oil temperature: 25
?
Resistance
37 50 k
Oil temperature: 100

?
Resistance
3.5 4.0 k

2) Disconnect connectors ATC1 and LUB,T.
LUB,T (female) (2)
Resistance
Max. 1

LUB,T (female) (1)
Resistance
Max. 1
Resistance
Min. 1 M
Voltage
Max. 5 V

Grounding fault in wiring har- 3) Connect T-adapter.
3
ness (Contact with ground)
Between ground and wiring harness ATC1
(female) (3) LUB,T (female) (1)
Hot short in wiring harness

(Contact with 24V)

(female) (3) LUB,T (female) (1)
D21003 02/09

Between
ATC1
(female)
(3) (21)
Oil temperature: 25
?
Resistance
37 50 k

?
Resistance
3.5 4.0 k
Troubleshooting
D21-135
FAILURE CODE [DGR2KB] RETARDER OIL TEMPERATURE SENSOR (RIGHT REAR): SHORT
TO GROUND
Action code
Failure code
E01
DGR2KB
Description
Retarder oil temperature sensor (right rear): Short to ground

Contents of
trouble
Signal circuit voltage of retarder oil temperature sensor has become below 0.96 V.
Controller
Response
None in particular.
Problem that
appears on
machine
Related
information
Oil temperature gauge does not work because of failure mode of sensor.
Input signal from oil temperature sensor can be checked with monitoring function (codes: 30208 (?) and
30210 (V)).

Cause

Prepare with starting switch OFF, disconnect connector RTR and troubleshooting with starting switch still OFF.
CN136 (male)
Defective retarder oil temperature sensor

Between (1) (2)
Possible causes
and standard
value in normal
state
Retarder oil temperature (?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
Prepare with starting switch OFF, disconnect connector RCM1 and troubleshooting with starting switch still OFF.
Short circuit of harness
(Contact with ground circuit
2
or contact between harnesses)
RCM1 (female)
Between (3) (21)
Retarder oil temperature (?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
Prepare with the starting switch OFF. Turn the switch ON and perform the
troubleshooting.
3
D21-136
Check with monitoring

function code: 30208.
Troubleshooting
Oil temperature
Actual oil temperature

matches displayed
temperature
02/09 D21003
FAILURE CODE [DGR2KZ] RETARDER OIL TEMPERATURE SENSOR (RIGHT REAR): OPEN
OR SHORT CIRCUIT
Action code
Failure code
E01
DGR2KZ
Description
Retarder oil temperature sensor (right rear): Open or short circuit

Contents of
trouble
Signal circuit voltage of retarder oil temperature sensor is above 4.721 V.
Controller
Response
None in particular.
Problem that
appears on
machine
Related
information
30210 (V)).

Cause

Prepare with starting switch OFF, disconnect connector CN136 and troubleshooting with starting switch still OFF.
CN136 (male)

Between (1) (2)
Retarder oil temperature (

?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
Possible causes
and standard
value in normal
state
harness
2
contact)
RCM1 (female)
Between (3) (21)

?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
3
RCM1 (female)
Between (3) (21)
D21003 02/09

(In normal system)

?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
Prepare with starting switch OFF and troubleshooting with starting switch
still ON.
function code: 30208.
Troubleshooting
Oil
Actual oil temperature and distemperature played temperature are same.
D21-137
FAILURE CODE [DGR3KB] RETARDER OIL TEMPERATURE SENSOR (LEFT REAR): SHORT
TO GROUND
Action code
Failure code
E01
DGR3KB
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description
Retarder oil temperature sensor (left rear): Short to ground

None in particular.
30209 (V))

Cause

Prepare with starting switch OFF, disconnect connector RTR and troubleshooting with starting switch still OFF.
CN139 (male)

Between (1) (2)
Possible causes
and standard
value in normal
state
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
(Contact with ground cir2
cuit or contact between harnesses)
RCM1 (female)
Between (9) (21)
D21-138

?)

(In normal system)
Retarder oil
temperature (?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
still ON.
function code: 30207
Troubleshooting
Oil temperature
Actual oil temperature and displayed temperature are same.
02/09 D21003
FAILURE CODE [DGR3KZ] RETARDER OIL TEMPERATURE SENSOR (LEFT REAR): OPEN
OR SHORT CIRCUIT
Action code
Failure code
E01
DGR3KZ
Description
Retarder oil temperature sensor (left rear): Open or short circuit

Contents of
trouble
Signal circuit voltage of retarder oil temperature sensor has become above 4.721 V.
Controller
Response
None in particular.
Problem that
appears on
machine
Related
information
30209 (V)).

Cause

CN139 (male)

Between (1) (2)
Retarder oil temperature

(?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
Possible causes
and standard
value in normal
state
harness
2
contact)
RCM1 (female)
Between (9) (21)
Retarder oil temperature

(?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
3
RCM1 (female)
Between (9) (21)
D21003 02/09

(In normal system)
Retarder oil
temperature (?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
still ON.
Troubleshooting
Oil
Actual oil temperature and distemperature played temperature are same.
D21-139
FAILURE CODE [DGR4KB] RETARDER OIL TEMPERATURE SENSOR (FRONT WHEEL):

OPEN OR SHORT CIRCUIT
Action code
Failure code
E01
DGR4KB
Description
Retarder oil temperature sensor (front wheel): Open or short circuit

Contents of
trouble
Signal circuit voltage of retarder oil temperature sensor has become above 4.721 V.
Controller
Response
None in particular.
Problem that
appears on
machine
Related
information
30204 (V)).

Cause

CN174 (male)

Between (1) (2)
Retarder oil
temperature (?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
Possible causes
and standard
value in normal
state
harness
2
contact)
RCM1 (female)
Between (20) (21)
Retarder oil
temperature (?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
3
RCM1 (female)
Between (20) (21)
D21-140

(In normal system)
Retarder oil
temperature (?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
still ON.
Troubleshooting
Oil temperature
02/09 D21003
FAILURE CODE [DGR4KZ] RETARDER OIL TEMPERATURE SENSOR (FRONT WHEEL):

SHORT TO GROUND
Action code
Failure code
E01
DGR4KZ
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description
Retarder oil temperature sensor (front wheel): Short to ground fault

None in particular.
30204 (V)).

Cause

CN174 (male)

Between (1) (2)
Possible causes
and standard
value in normal
state
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
2
RCM1 (female)
Between (20) (21)
D21003 02/09
Retarder oil
temperature (?)

(In normal system)
Retarder oil
temperature (?)
Resistance (k)
25
42.7
30
35.13
80
6.556
90
4.925
100
3.75
still ON.
Troubleshooting
Oil
temperature
D21-141
FAILURE CODE [DGT1KX] TORQUE CONVERTER OIL TEMPERATURE SENSOR: INPUT

SIGNAL OUT OF RANGE
Action code
Failure code
E01
DGT1KX
Description
Torque converter oil temperature sensor: Input signal out of range

Contents of
trouble
The voltage of the signal circuit of the torque converter oil temperature sensor is below 0.97 V (above 150
?) or when transmission valve oil temperature signal voltage is below 0.37 V (above 5C) and there is no
abnormality, torque converter oil temperature sensor signal circuit voltage is above 4.56 V (below 15?).
Controller
Response
None in particular.
Problem that
appears on
machine
Related
information
The torque converter oil temperature gauge does not indicate normally.
This failure can be checked in the monitoring function (Code: 30100 (?), 30101 (V)).

Cause

Defective torque converter

oil temperature sensor

2
contact)
Possible causes
and standard
value in normal
state
Between
CN152
(male) (1)
(2)
Oil temperature: 25
?
Resistance
37 50 k

?
Resistance
3.5 4.0 k

2) Disconnect connectors ATC1 and CN152.
CN152 (female) (2)
Resistance
Max. 1

CN152 (female) (1)
Resistance
Max. 1

Grounding fault in wiring har- 3) Connect T-adapter.
3
ness
(female) (9) CN152 (female) (1)

harness

(female) (21) CN152 (female) (2)
D21-142
Resistance Min. 1 M
Voltage
Max. 1 V

Between
AT1
(female)
(9) (21)
Oil temperature: 25
?
Resistance
37 50 k

?
Resistance
3.5 4.0 k
Troubleshooting
02/09 D21003
FAILURE CODE [dHP4KX] RIGHT FRONT SUSPENSION PRESSURE SENSOR: OUT OF

RANGE
Action code
Failure code
Description
Failure in suspension pressure sensor system trouble: Out of input signal

range (right front)
(Retarder controller)
E03
dHP4KX
Contents of
trouble
The voltage of the signal circuit of the suspension pressure sensor (right front) is below1.0 V or above 4.7
V.
Controller
Response
Does not operate ARSC.

Problem that
appears on
machine
There is no great influence of machine.
Related
information
Input state from suspension pressure sensor (right front) can be checked with monitoring function (Code:
32802 (MPa), 32808 (V)).

Cause
Defective suspension
pressure sensor

Between CN121 (female) (B) (A)
Voltage
20 -30 V
Between CN121 (female) (C) (A)
Voltage
1.0 - 4.6 V

Possible causes 2
and standard
value in normal
state
harness

(A) HM2B (female) (9)
Resistance
Max. 1

(B) HM1 (female) (2)
Resistance
Max. 1

(C) RCM1 (female) (1)
Resistance
Max. 1

(C) HM2B (female) (8)
Resistance
Max. 1


harness
(Contact with ground circuit) Wiring harness between CN121 (female)
Resistance
Min. 1 M
Resistance
Min. 1 M
Resistance
Min. 1 M
Possible causes 4
and standard
value in normal
state

harness

Voltage
Max. 1 V

Voltage
Max. 1 V

Voltage
Max. 1 V
Between HM2B (1) (9)
D21003 02/09
Troubleshooting
Voltage
1.0 4.6 V
D21-143
FAILURE CODE [DhP4KX] RIGHT FRONT SUSPENSION PRESSURE SENSOR: OUT OF

RANGE
Action code
Failure code
Description

range (right front)
(VHMS)
E03
DhP4KX
Contents of
trouble
Signal circuit voltage for the right front suspension pressure sensor is below1.0 V or above 4.7 V.
Controller
Response

Problem that
appears on
machine
Related
information
Input state from suspension pressure sensor (right front) can be checked with monitoring function (Code:
32802 (MPa), 32808 (V)).

Cause
pressure sensor

Voltage
20 -30 V
Voltage
1.0 - 4.6 V

Possible causes 2
and standard
value in normal
state
harness

Resistance
Max. 1

Resistance
Max. 1

Resistance
Max. 1

Resistance
Max. 1


harness
Resistance
Min. 1 M
Resistance
Min. 1 M
Resistance
Min. 1 M
Possible causes 4
and standard
value in normal
state

harness

Voltage
Max. 1 V

Voltage
Max. 1 V

Voltage
Max. 1 V
D21-144
Troubleshooting
Voltage
1.0 4.6 V
02/09 D21003
FAILURE CODE [dHP5KX] LEFT FRONT SUSPENSION PRESSURE SENSOR: OUT OF

RANGE
Action code
Failure code
E03
dHP5KX
Contents of
trouble
The voltage of the signal circuit of the suspension pressure sensor (left front) is below1.0 V or above 4.7 V.
Controller
Response

Problem that
appears on
machine
Related
information
Input state from suspension pressure sensor (left front) can be checked with monitoring function (Code:
32803 (MPa), 32809 (V)).
Description
Left front suspension pressure sensor system: Out of range

Retarder controller

Cause
pressure sensor

Voltage
20 -30 V
Voltage
1.0 - 4.6 V

Possible causes 2
and standard
value in normal
state
harness
Wiring harness between CN110 (female) (A)

HM2B (female) (9)
Resistance
Max. 1
Wiring harness between CN110 (female) (B)

HM1 (female) (2)
Resistance
Max. 1

Resistance
Max. 1

Resistance
Max. 1


HM1 (female) (2)
harness
Resistance
Min. 1 M
Resistance
Min. 1 M
Resistance
Min. 1 M
Possible causes 4
and standard
value in normal
state

harness

HM2B (female) (9)
Voltage
Max. 1 V

Voltage
Max. 1 V

Voltage
Max. 1 V
Between RCM1 (7) HM2B (9)
D21003 02/09
Troubleshooting
Voltage
1.0 4.6 V
D21-145
FAILURE CODE [DhP5KX] LEFT FRONT SUSPENSION PRESSURE SENSOR: OUT OF

RANGE
Action code
Failure code
Description

range (left front)
VHMS
E03
DhP5KX
Contents of
trouble
The voltage of the signal circuit of the suspension pressure sensor (left front) is below1.0 V or above 4.7 V.
Controller
Response

Problem that
appears on
machine
Related
information
Input state from suspension pressure sensor (left front) can be checked with monitoring function (Code:
32805 (MPa), 32811 (V)).

Cause
pressure sensor

Voltage
20 -30 V
Voltage
1.0 - 4.6 V

Possible causes 2
and standard
value in normal
state
harness

HM2B (female) (9)
Resistance
Max. 1

HM1 (female) (2)
Resistance
Max. 1

Resistance
Max. 1

Resistance
Max. 1


HM1 (female) (2)
harness
Resistance
Min. 1 M
Resistance
Min. 1 M
Resistance
Min. 1 M
Possible causes 4
and standard
value in normal
state

harness

HM2B (female) (9)
Voltage
Max. 1 V

Voltage
Max. 1 V

Voltage
Max. 1 V
D21-146
Troubleshooting
Voltage
1.0 4.6 V
02/09 D21003
FAILURE CODE [DHP6KX] RIGHT REAR SUSPENSION PRESSURE SENSOR: OUT OF

RANGE
Action code
Failure code
E03
DHP6KX
Contents of
trouble
The voltage of the signal circuit of the suspension pressure sensor: is below 1.0 V or above 4.7 V.
Controller
Response
The VHMS controller only monitors this information.
Problem that
appears on
machine
There are no obvious symptoms.
Related
information
Input state from suspension pressure sensor: can be checked with monitoring function (Code: 32806
(MPa), 32812 (V)).
Description
Right rear suspension pressure sensor: out of range

VHMS

Cause
Defective suspension pressure sensor

Prepare with the starting switch OFF, then turn starting switch ON and
perform troubleshooting.
Voltage
20 -30 V
Voltage
1.0 - 4.6 V
Possible causes
and standard
value in normal
state

HM2B (female) (9)
Resistance
Max

HM1(female) (2)
Resistance
Max
Wiring harness between CN146 (female) (C)

HM2B (female) (7)
Resistance
Max
3

harness
HM1 (female) (2)
HM2B (female) (7)
Resistance
MinM
Resistance
MinM
4
D21003 02/09

harness

HM2B (female) (9)
Voltage
MaxV

HM2B (female) (7)
Voltage
MaxV
Between HM2B (7) - (9)
Troubleshooting
Voltage
1.4 - 4.6 V
D21-147
FAILURE CODE [DHP7KX] LEFT REAR SUSPENSION PRESSURE SENSOR: OUT OF RANGE
Action code
Failure code
E03
DHP7KX
Contents of
trouble
The voltage of the signal circuit of the suspension pressure sensor: is below 1.0 V or above 4.7 V.
Controller
Response
The VHMS controller only monitors this information.
Problem that
appears on
machine
There are no obvious symptoms.
Related
information
Input state from suspension pressure sensor: can be checked with monitoring function (Code: 32807
(MPa), 32813 (V)).
Description
Left rear suspension pressure sensor: out of range

VHMS

Cause
Defective suspension pressure sensor

Voltage
20 -30 V
Voltage
1.0 - 4.6 V
Possible causes
and standard
value in normal
state

HM2B (female) (9)
Resistance
Max

HM1(female) (2)
Resistance
Max

HM2B (female) (8)
Resistance
Max
3

harness
HM1 (female) (2)
HM2B (female) (8)
Resistance
MinM
Resistance
MinM
4
D21-148

harness

HM2B (female) (9)
Voltage
MaxV

HM2B (female) (8)
Voltage
MaxV
Between HM2B (8) - (9)
Troubleshooting
Voltage
1.0 - 4.6 V
02/09 D21003
FAILURE CODE [DHT5KX] TORQUE CONVERTER INLET OIL PRESSURE SENSOR: OUT OF
RANGE
Action code
Failure code
E01
DHT5KX
Contents of
trouble
The voltage of the signal circuit of the torque converter inlet oil pressure sensor is below 0.5 V or above
4.5 V.
Controller
Response
The controller controls the machine, fixing the torque converter inlet oil pressure to the set pressure in
itself.
Description
Torque converter inlet oil pressure sensor: Out of input signal range
Problem that
appears on
machine
Large shocks are made when the lockup system is operated.
Related
information
Input state from torque converter inlet oil pressure sensor can be checked with monitoring function (Code:
32601 (MPa), 32602 (V)).

Cause

1. Turn the starting switch OFF.
2. Disconnect connectors ATC1 and the T/C IN connector.
3. Connect T-adapter.
harness
TC IN (female) (3)
defective contact in connecWiring harness between ATC1 (female) (16)
tor)
TC IN (female) (2)
TC IN (female) (1)
Resistance
Max. 1
Resistance
Max
Resistance
Max

2
harness
(Contact with ground circuit) TC IN (female) (3)
Possible causes
and standard
value in normal
state

TC IN (female) (2)
Resistance
Min
Resistance
Min

3

harness

TC IN (female) (3)
Resistance
Max

2. Disconnect connector TC IN.
4

oil pressure sensor
Between TC IN (1) - (2)
Voltage
20 - 30 V
Voltage
0.8 - 2.0 V

2. Disconnect connectors ATC1.
5
D21003 02/09
Between ATC1 (7) - (21)
Voltage
0.8 - 2.0 V
Voltage
20 - 30 V
Troubleshooting
D21-149
FAILURE CODE [DHT5L6] TORQUE CONVERTER INLET OIL PRESSURE SENSOR:

MALFUNCTION
Action code
Failure code
E01
DHT5L6
Contents of
trouble
Controller
Response
The controller controls the machine, fixing the torque converter inlet oil pressure to the set pressure initself.
Problem that
appears on
machine
Related
information
32601 (MPa), 32602 (V)).
Description
Torque converter inlet oil pressure sensor: Malfunction

While the engine is stopped, an oil pressure signal is input to the signal circuit of the torque converter inlet
oil pressure sensor.

Cause

2. Disconnect connector ATC1 and TC IN.

harness
4. Turn the key switch to ON.
Wiring harness between ATC1 (female) (7) - TC
IN (female) (3)
Voltage
Max. 1.2 V

Possible causes
and standard
value in normal 2
state
2. Disconnect connector TC IN.

inlet oil pressure sensor
Voltage
20 - 30 V
Voltage
0.8 - 2.0 V
Voltage
20 - 30 V
Voltage
0.8 - 2.0 V

2. Disconnect connector ATC1.
3
D21-150
Troubleshooting
02/09 D21003
FAILURE CODE [DHT7KX] TORQUE CONVERTER OUTLET OIL PRESSURE SENSOR: OUT
OF RANGE
Action code
Failure code
E01
DHT7KX
Contents of
trouble
The voltage of the signal circuit of the torque converter outlet oil pressure sensor is below 0.5 V or above
4.5 V.
Controller
Response
The controller controls the machine, fixing the torque converter outlet oil pressure to the set pressure in
itself.
Problem that
appears on
machine
Related
information
Input state from torque converter outlet oil pressure sensor can be checked with monitoring function
(Code: 32603 (MPa), 32604 (V)).
Description
Torque converter outlet oil pressure sensor: Out of input signal range

Cause

2. Disconnect connectors ATC1 and the T/C OUT connector.
harness
TC OUT (female) (3)
defective contact in connector) Wiring harness between ATC1 (female) (16)
TC OUT (female) (2)
TC OUT (female) (1)
Resistance
Max. 1
Resistance
Max
Resistance
Max

2

harness
Possible causes
and standard
value in normal
state
TC OUT (female) (3)
Resistance
Min

TC OUT (female) (2)
Resistance
Min

3

harness
2. Disconnect connectors ATC1 and the T/C OUT connector.

TC OUT (female) (2)
Resistance
Max

2. Disconnect connector TC OUT.
4
Defective torque converter oil

pressure sensor
Between TC OUT (1) - (2)
Voltage
20 - 30 V
Voltage
0.8 - 2.0 V
Voltage
0.8 - 2.0 V
Voltage
20 - 30 V

2. Disconnect connectors ATC1.
5
D21003 02/09
Troubleshooting
D21-151
FAILURE CODE [DHT7L6] TORQUE CONVERTER OUTLET OIL PRESSURE SENSOR:

MALFUNCTION
Action code
Failure code
E01
DHT7L6
Contents of
trouble
While the engine is stopped, an oil pressure signal is input to the signal circuit of the torque converter outlet oil pressure sensor.
Controller
Response
The controller controls the machine, fixing the torque converter outlet oil pressure to the set pressure initself.
Problem that
appears on
machine
Related
information
Input state from torque converter outlet oil pressure sensor can be checked with monitoring function
(Code: 32603 (MPa), 32604 (V)).
Description
Torque converter outlet oil pressure sensor: Malfunction


Cause

2. Disconnect connector ATC1 and TC OUT.

harness
Wiring harness between ATC1 (female) (1) - TC
OUT (female) (3)
Voltage
Max. 1.2 V

Possible causes
and standard
value in normal 2
state
2. Disconnect connector TC OUT.

inlet oil pressure sensor
Voltage
20 - 30 V
Voltage
0.8 - 2.0 V
Voltage
20 - 30 V
Voltage
0.8 - 2.0 V

2. Disconnect connector ATC1.
3
D21-152
Troubleshooting
02/09 D21003
FAILURE CODE [DJF1KA] FUEL LEVEL SENSOR: OPEN CIRCUIT

Action code
Failure code
E01
DJF1KA
Contents of
trouble
The voltage of the signal circuit of the fuel level sensor is higher than 4.0 V.
Controller
Response
None in particular.
Problem that
appears on
machine
The fuel level gauge does not indicate normally.
Related
information
This failure can be checked in the monitoring function (Code: 04200 (V)).
Description
Fuel level sensor: Disconnection


Cause

2) Disconnect connector FLVL.
Defective fuel level sensor

Between FLVL
(male) (1) (2)
Fuel level:
When full
Resistance
Max. 12
Fuel level:
When empty
Resistance
82 88
Resistance
Max. 1
Resistance
Max. 1
Voltage
Max. 1 V
Fuel level:
When FULL
Resistance
Max. 12
Fuel level:
When EMPTY
Resistance
82 88

2) Disconnect connectors ATC1and FLVL.
2
Possible causes
and standard
value in normal
state
3
harness
defective contact in connec- FLVL (female) (1)
tor)
FLVL (female) (2)

harness

2) Disconnect connectors ATC1and FLVL.
between ATC1(female) (8) FLVL (female)
(1)
Between ATC1
(female) (8) (21)
D21003 02/09
Troubleshooting
D21-153
FAILURE CODE [DK11KX] ACCELERATOR PEDAL SENSOR: OUT OF RANGE

Action code
Failure code
E03
DK11KX
Contents of
trouble
The voltage of the signal circuit of the accelerator sensor is below 0.6 V or above 4.7 V.
Controller
Response
The controller controls ECMV assuming full throttle.
Problem that
appears on
machine
Gear shift shocks become large.
Related
information
Description
Accelerator pedal sensor: Out of range


Cause

2) Disconnect connectors CN028.
Defective Accelerator sensor

Check voltage between CN028 (A) - (B)
Possible causes
and standard
value in normal
state

contact)
Pedal not
actuated
3.8 0.2 V
Pedal fully
actuated
1.2 0.2 V

2) Disconnect connectors CN028 and ATC1.
4) Perform troubleshooting with key switch OFF.
Check between CN028 (A) - ATC1 (21)
Resistance
Max. 1
Check between CN028 (B) - ATC1 (14)
Resistance
Max. 1
Check between CN028 (C) - ATC1 (22)
Resistance
Max. 1
1) Turn the starting switch ON and perform troubleshooting.

Check between CN028 (A) - (C)
Voltage

2) Disconnect connectors CN028 and ATC1.
Grounding fault in wiring har- 4) Perform troubleshooting with key switch OFF.
ness
Check between ground and harness
(Contact with ground)
Resistance
between CN028 (B) - ATC1 (14)
Check between ground and harness
between CN028 (C) - ATC1 (22)
5V
Min. 1 M
Resistance
Min. 1 M
Voltage
5V
Pedal not
actuated
3.8 0.2 V
Pedal fully
actuated
1.2 0.2 V

4
Check between ATC1 (21) - (22)

Check accel pedal voltage with monitor
D21-154
Troubleshooting
02/09 D21003
FAILURE CODE [DK30KX] STEERING ANGLE POTENTIOMETER: OPEN CIRCUIT

Action code
Failure code
E01
DK30KX
Contents of
trouble
There is no voltage in signal coming from steering angle potentiometer.
Controller
Response
None in particular.
Problem that
appears on
machine
Since steering angle signal is not input to retarder controller, ASR may not operate normally and tires may
slip consequently.
Related
information
Input state from steering angle sensor can be checked with monitoring function (Code: 35400 (V), 35402
()).
Description
Steering angle potentiometer: Open circuit


Cause

Turn starting switch OFF and disconnect CN228, then perform troubleshooting without turning starting switch ON.
Defective sensor
CN228 (Male: Sensor side)
Resistance
Between (A) (C)
5 k 20%
Between (A) (B)
0 5 k *1
Between (B) (C)
0 5 k *1
*1 Between (A) (B) + between (B) (C) = 5 k 20%

Possible causes
and standard
value in normal
state
D21003 02/09

Between CN228 (female) (B) RCM1

(female) (2)
Resistance
Max. 1
1) Turn starting switch OFF and disconnect CN228.

2) Turn starting switch ON and perform troubleshooting.
CN228 (Female)
Voltage
Between (C) (A)
5V
ness
(Contact with ground circuit) Between CN228 (female) (B) ground
Resistance Min. 1 M

Troubleshooting
D21-155
FAILURE CODE [DK51KX] RETARDER LEVER POTENTIOMETER: OUT OF RANGE

Action code
Failure code
E03
DK51KX
Description
Retarder lever potentiometer: Out of range

Contents of
trouble
The signal voltage of the potentiometer of the retarder lever circuit is below 0.3 V or above 4.7 V.
Controller
Response
Turns the output for the solenoid OFF.
Problem that
appears on
machine
Related
information
The following appear, depending on the action of the controller.

The retarder does not operate (The foot brake operates, however).

Cause
harness
Possible causes
and standard
value in normal
state

2) Disconnect connectors RCM1 and RCM3.
CN023 (female) (B)
Resistance
Max. 1

CN023 (female) (A)
Resistance
Max. 1

CN023 (female) (3)
Resistance
Max. 1
Resistance
Min. 1 M
Resistance
Min. 1 M
Resistance
Min. 1 M
Voltage
Max. 1 V

2) Disconnect connectors RCM1 and RCM3.
3) Connect T-adapter to RCM1 and RCM3.
between RCM1 (female) (14) CN023
(female) (B)

2 harness
(female) (C)
(female) (A)

3 harness
D21-156

3) Connect T-adapter to RCM1 and CN023.
(female) (B)
Troubleshooting
02/09 D21003
4 Defective retarder lever

Possible causes
and standard
value in normal
state
D21003 02/09

2) Disconnect connector CN023
5) Check the potentiometer.
Between CN023 (A) (C)
Voltage
5V
Between CN023 (A) (B)
Voltage
0.25 4.75 V

2) Disconnect connectors RCM1, and RCM3.
3) Insert T-adapters.
Between RCM3 (34) - RCM1 (21)
Voltage
5V
Between RCM1 (21) - RCM1 (14)
Voltage
0.25 4.75 V
Troubleshooting
D21-157
FAILURE CODE [DKH1KX] INCLINATION SENSOR: OUT OF RANGE

Action code
Failure code
E01
DKH1KX
Contents of
trouble
The signal circuit voltage is below 0.5 V or above 4.5 V.

Open or short circuit detected in signal circuit
Controller
Response
None in particular.
Cannot detect tipping over.
Problem that
appears on
machine
Load weight is not displayed or recorded correctly.
Related
information
32901 (), 32902 (V))
Description
Pitch Inclination Sensor: Out of Range

VHMS

Cause

2. Connect T adapter to AS3 (male).
Defective inclination sensor.
3. Turn the starting switch ON.

Between CN032 (C) (A)
Voltage
20 - 30 V.
Between CN032 (B) (A)
Voltage
0.5 - 4.5 V.
Wiring harness between HM2B (female) (3)

CN032 (female) (B)
Resistance
Max
Wiring harness between HM1 (female) (2)

CN032 (female) (C)
Resistance
Max
Wiring harness between HM2B (female) (9)

CN032 (female) (A)
Resistance
Max
Resistance
Min
Resistance
Min

2. Disconnect HM2B, CN032 and HM1.
Possible causes
and standard
value in normal
state
2. Disconnect HM2B, CN032 and HM1.

Wiring
harness between HM2B (female) (3)
harness
CN032
(female) (C)
Wiring harness between HM1 (female) (2)
CN032 (female) (C)

harness
2. Disconnect connector HM2B and CN032.

3. Connect T-adapter to HM2B.
4. Turn starting switch ON.
Between HM2B (3) - CN032 (B)
Voltage
Max. 4.6 V

2. Connect T-adapter to HM2B and HM1.
5
D21-158
Between HM1 (2) - HM2B (9)
Voltage
20 - 30 V
Between HM2B (3) - HM2B (9)
Voltage
0.5 - 4.5 V
Troubleshooting
02/09 D21003
FAILURE CODE [DL10LC] WHEEL SPEED SENSOR CIRCUIT: MALFUNCTION

Action code
Failure code
E01
DL10LC
Contents of
trouble
Both wheel speed signal (pulse) inputs to the retarder controller are abnormal.
Controller
Response
Does not control ASR.
Problem that
appears on
machine
ASR is not controlled normally.
Related
information
Input state from the wheel speed sensors can be checked with monitoring function (Codes: 39704, 39705
(rpm)).
Description
Wheel speed sensor circuit: Malfunction


Cause

Turn starting switch OFF and remove the sensor from the brake housing.
Install a T-adapter to CN134 and CN137. Turn the key to ON.
Defective wheel speed sensors
Pass a piece of metal in front of the right

rear sensor face while measuring the voltage between CN134 (3) - CN134 (2).
Repeat for left, CN137 (3) - CN137 (2).
Voltage
0.4 - 5V
Turn starting switch OFF and disconnect CN134, RCM1 and RCM2. Perform troubleshooting without turning starting switch ON.
Possible causes
and standard
2
value in normal
state
D21003 02/09
harness
(Disconnection in wiring
or defective contact in
connector)

harness
Between CN134 (female) (1) RCM1

(female) (22)
Resistance
Max. 1

(female) (39)
Resistance
Max. 1

(female) (37)
Resistance
Max. 1
(female) (22)
Resistance
Max. 1

(female) (39)
Resistance
Max. 1

(female) (37)
Resistance
Max. 1
Turn starting switch OFF and disconnect CN134 and CN137, then perform troubleshooting without turning starting switch ON.
Between CN134 (female) (3) ground
Resistance
Min. 1 M
Between CN137 (female) (3) ground
Resistance
Min. 1 M
If causes 1 3 are not detected, retarder controller may be

defective. (Since trouble is in system, troubleshooting cannot be carried
out.)
Troubleshooting
D21-159
FAILURE CODE [DLE2KA] ENGINE SPEED SENSOR: OPEN CIRCUIT

Action code
Failure code
E03
DLE2KA
Contents of
trouble
The signal circuit of the Engine speed sensor is disconnected and signals are not input.
Controller
Response
The controller keeps the current gear speed and turns the lockup operation OFF.
Problem that
appears on
machine
The lockup system is reset and the gear cannot be shifted.

Related
information
This failure can be checked in the monitoring function (Code: 01002 (rpm)).
Description
Engine speed sensor: Open circuit


Cause
1
Possible causes
and standard
value in normal
state
Wrong adjustment of
transmission output shaft
speed sensor
output shaft speed sensor

Press the sensor lightly against the revolution pickup gear, and then
return it by 1/2 1 turn.
Between CN178 (male) (1) (2)
Resistance
500
1,000
Between CN178 (male) (1), (2) ground
Resistance
Min. 1 M

3) Connect T-adapter to ATC2 (female) and CN178 (female).
harness
CN178 (female) (1)
CN178 (female) (2)
Defective retarder
controller
Max. 1
Resistance
Max. 1
Resistance
500
1,000

Between ATC2 (female) (10) (39)
D21-160
Resistance
Troubleshooting
02/09 D21003
FAILURE CODE [DLE2LC] ENGINE SPEED SENSOR: MALFUNCTION

Action code
Failure code
E03
DLE2LC
Contents of
trouble
The speed calculated from the transmission input shaft speed sensor signal, transmission intermediate
shaft speed sensor signal, and transmission output shaft speed sensor signal is different from the signal
speed of the engine speed sensor.
Controller
Response
Problem that
appears on
machine

Related
information
Description
Engine speed sensor: Disagreement of revolution speed signal


Cause

Resistance
500
1,000
Between CN178 (male) (1), (2) chassis ground Resistance Min. 1 M
Possible causes
and standard
value in normal
state

2 harness
(Contact with ground circuit) Between ground and wiring harness between
ATC2 (female) (10) CN178 (female) (1)

3 harness
Defective retarder
controller

CN178 (female) (1)
Voltage
Max. 1 V
Resistance
500
1,000

D21003 02/09
Resistance Min. 1 M
Troubleshooting
D21-161
FAILURE CODE [DLF1KA] TRANSMISSION INPUT SHAFT SPEED SENSOR: OPEN CIRCUIT
Action code
Failure code
E03
DLF1KA
Contents of
trouble
The signal circuit of the transmission input shaft speed sensor is disconnected and signals are not input.
Controller
Response
Problem that
appears on
machine

Related
information
Description
Transmission input shaft speed sensor: Open circuit


Cause
1
Wrong adjustment of
transmission input shaft
speed sensor


2) Disconnect connector N1.
Defective transmission input 3) Connect T-adapter.
shaft speed sensor
Between N1 (male) (1) (2)
Between N1 (male) (1), (2) ground
Possible causes
and standard
value in normal
state
500 1,000
Min. 1 M
Resistance
Max. 1
Resistance
Max. 1
Resistance
500 1,000

2) Disconnect connectors ATC2 and N1.
harness
defective contact in connec- (40) N1 (female) (1)
tor)
(29) N1 (female) (2)

D21-162
Resistance
Resistance
Troubleshooting
02/09 D21003
FAILURE CODE [DLF1LC] TRANSMISSION INPUT SHAFT SPEED SENSOR: MALFUNCTION

Action code
Failure code
Description
Transmission input shaft speed sensor: Disagreement of revolution speed

signal
E03
DLF1LC
Contents of
trouble
The speed calculated from the engine speed sensor signal, transmission intermediate shaft speed sensor
signal, and transmission output shaft speed sensor signal is different from the signal speed of the transmission input shaft speed sensor.
Controller
Response
Problem that
appears on
machine

Related
information

Cause

Defective transmission input 3) Connect T-adapter.
shaft speed sensor
2
Possible causes
and standard
value in normal
state
500 1,000
Resistance
Min. 1 M
Resistance
Min. 1 M
Voltage
Max. 1 V
Resistance
500 1,000


harness
between ATC2 (female) (40) N1 (female)
(1)

harness

(1)
D21003 02/09
Resistance
Troubleshooting
D21-163
FAILURE CODE [DLF2KA] TRANSMISSION INTERMEDIATE SHAFT SPEED SENSOR: OPEN

CIRCUIT
Action code
Failure code
E03
DLF2KA
Contents of
trouble
The signal circuit of the transmission intermediate shaft speed sensor is disconnected and signals are not
input.
Controller
Response

Problem that
appears on
machine

Related
information
Description
Transmission intermediate shaft speed sensor: Disconnection


Cause
1
Wrong adjustment of
transmission intermediate
shaft speed sensor


Defective transmission inter- 3) Connect T-adapter.
mediate shaft speed sensor
Possible causes
and standard
value in normal
state
500 1,000
Resistance
Min. 1 M
Resistance
Max. 1
Resistance
Max. 1
Resistance
500 1,000

harness
tor)
(39) N2 (female) (2)

D21-164
Resistance
Troubleshooting
02/09 D21003
FAILURE CODE [DLF2LC] TRANSMISSION INTERMEDIATE SHAFT SPEED SENSOR:

MALFUNCTION
Action code
Failure code
Description
Transmission intermediate shaft speed sensor: Disagreement of revolution speed signal

E03
DLF2LC
Contents of
trouble
The speed calculated from the engine speed sensor signal, transmission input shaft speed sensor signal,
and transmission output shaft speed sensor signal is different from the signal speed of the transmission
intermediate shaft speed sensor.
Controller
Response

Problem that
appears on
machine

Related
information

Cause
2
Possible causes
and standard
value in normal
state
Transmission intermediate
shaft speed sensor defective

Resistance
500 1,000
Resistance
Min. 1 M
Resistance
Min. 1 M
Voltage
Max. 1 V

2) Disconnect connectors ATC2 N2.

harness
(1)

harness

(1)
D21003 02/09
Troubleshooting
Resistance
500 1,000
D21-165
FAILURE CODE [DLF8LC] RIGHT REAR WHEEL SPEED SENSOR: MALFUNCTION

Action code
Failure code
E01
DLF8LC
Description
Wheel speed sensor: Trouble (Right rear)

Contents of
trouble
Wheel speed signal (pulse) input to retarder controller is abnormal.
Controller
Response
Does not control retarder.
Problem that
appears on
machine
Related
information

Input state from wheel speed sensor (right rear) can be checked with monitoring function (Code: 39704
(rpm)).

Cause


1
Possible causes
and standard
value in normal
state
Grounding fault in wiring har2 ness


(female) (22)
Resistance
Max. 1

(female) (39)
Resistance
Max. 1

(female) (37)
Resistance
Max. 1
Turn starting switch OFF and disconnect CN134. Perform troubleshooting without turning starting switch ON.
Between CN134 (female) (3) Ground
Resistance
Min. 1 M
Install a T-adapter to CN134 and turn the key to ON.
3 Defective wheel speed sensor Pass a piece of metal in front of the sensor
face while measuring the voltage between
CN134 (3) - CN134 (2).
D21-166
Voltage
0.4 - 5V
Troubleshooting
02/09 D21003
FAILURE CODE [DLF9LC] LEFT REAR WHEEL SPEED SENSOR: MALFUNCTION

Action code
Failure code
E01
DLF9LC
Description
Wheel speed sensor: Trouble (Left rear)

Contents of
trouble
Wheel speed signal (pulse) input to retarder controller is abnormal.
Controller
Response
Does not control retarder.
Problem that
appears on
machine
Related
information

Input state from wheel speed sensor (right rear) can be checked with monitoring function (Code: 39705
(rpm)).

Cause


1
Possible causes
and standard
value in normal
state
Grounding fault in wiring har2 ness


(female) (22)
Resistance
Max. 1

(female) (39)
Resistance
Max. 1

(female) (27)
Resistance
Max. 1
Turn starting switch OFF and disconnect CN134. Perform troubleshooting without turning starting switch ON.
Between CN137 (female) (3) Ground
Resistance
Min. 1 M
Install a T-adapter to CN137 and turn the key to ON.
3 Defective wheel speed sensor Pass a piece of metal in front of the sensor
face while measuring the voltage between
CN137 (3) - CN137 (2).
D21003 02/09
Voltage
0.4 - 5V
Troubleshooting
D21-167
FAILURE CODE [dLt3KA] TRANSMISSION OUTPUT SHAFT SPEED SENSOR: OPEN CIRCUIT
Action code
Failure code
E03
dLt3KA
Description

Contents of
trouble
The signal circuit of the transmission output shaft speed sensor is disconnected and signals are not input.
Controller
Response

Stops controlled ASR
Problem that
appears on
machine
Related
information
ASR is not controlled normally

ARSC is not controlled normally
Refer to pages 5, 7, 8 & 9 of the electrical schematic for reference.

Cause
Wrong adjustment of
1 transmission output shaft
speed sensor
2
Possible causes
and standard
value in normal
state
harness
Defective retarder
4
controller

a For details, see Testing and adjusting, "Adjustment of transmission
speed sensor".
Resistance 500 1,000
Resistance

2) Disconnect connectors ATC2, RCM2, HM3A, and N3.
3) Connect T-adapter to RCM2 (female) and N3 (female).
Wiring harness between RCM2-30 (female)
(30) N3 (female) (1)
Resistance
Max. 1

(29) N3 (female) (2)
Resistance
Max. 1

2) Disconnect connectors ATC2, RCM2, and HM3A.
3) Connect T-adapter to RCM2 (female).
Between RCM2 (female) (30) (29)
D21-168
Min. 1 M
Troubleshooting
Resistance 500 1,000
02/09 D21003
FAILURE CODE [dLT3KA] TRANSMISSION OUTPUT SHAFT SPEED SENSOR: OPEN CIRCUIT
Action code
Failure code
E01
dLT3KA
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description

The signal circuit of the transmission output shaft speed sensor is disconnected and signals are not input.
ARSC is not controlled normally

Cause
Wrong adjustment of
speed sensor
2
Possible causes
and standard
value in normal
state
harness
Defective retarder
4
controller

a For details, see Testing and adjusting, "Adjustment of transmission
speed sensor".
Resistance
500 1,000
Resistance
Min. 1 M

3) Connect T-adapter to RCM2 (female) and N3 (female).
Wiring harness between RCM2-30
(female) (30) N3 (female) (1)
Resistance
Max. 1

(29) N3 (female) (2)
Resistance
Max. 1

2) Disconnect connectors ATC2, RCM2, and HM3A.
D21003 02/09
Troubleshooting
Resistance
500 1,000
D21-169
FAILURE CODE [DLT3KA] TRANSMISSION OUTPUT SHAFT SPEED SENSOR: OPEN

CIRCUIT
Action code
Failure code
E03
DLT3KA
Contents of
trouble
The signal circuit of the transmission output shaft speed sensor is open and signals are not received by the
controller.
Controller
Response
Keeps gear speed when a problem occurs.

If shift lever is set in neutral, the transmission will stay in neutral.
Problem that
appears on
machine
Operator can move the machine by following the limp home procedure.
a. When operating gearshift lever, release accelerator pedal.
b. Operate gearshift lever from N to D L or from N to R.
c. Machine is kept in limp home mode until starting switch is turned OFF.
Related
information
This failure can be checked with monitor function code: 31400 (rpm).
Description


Cause
Wrong adjustment of
speed sensor
2
Possible causes
and standard
value in normal
state

Resistance
500 1,000
Resistance
Min. 1 M

3) Connect T-adapter to ATC2 (female) and N3 (female).
harness
tor)
(29) N3 (female) (2)
Defective retarder
4
controller
Max. 1
Resistance
Max. 1
Resistance
500 1,000

D21-170
Resistance
Troubleshooting
02/09 D21003
FAILURE CODE [dLt3LC] TRANSMISSION OUTPUT SHAFT SPEED SENSOR: MALFUNCTION

Action code
Failure code
E03
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
dLt3LC
Description
Transmission output shaft speed sensor: Disagreement of revolution

speed signal
Left and right wheel speed sensor signals are different from the signal speed of the transmission output
shaft speed sensor.
When ARSC operates, the controller releases the brake normally.
ARSC is not controlled normally.
Refer to pages 5,7, 8 & 9 of the electrical schematic for reference.

Cause

Resistance
500 1,000
Between N3 (male) (1), (2) chassis

ground
Resistance
Min. 1 M

Possible causes
and standard
value in normal
state

2 harness
between RCM2 (female) (30) ATC2
(female) (30) N2 (female) (1), HM3A (6)

3 harness
Defective retarder
4
controller
Min. 1 M

(30) RCM2 (female) (30) N2 (female)
(1) - HM3A (6)
Voltage
Max. 1 V
Resistance
500 1,000

2) Disconnect connector RCM2.
D21003 02/09
Resistance
Troubleshooting
D21-171
FAILURE CODE [dLT3LC] TRANSMISSION OUTPUT SHAFT SPEED SENSOR:

MALFUNCTION
Action code
Failure code
E01
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
dLT3LC
Description

speed signal
Left and right wheel speed sensor signals are different from the signal speed of the transmission output
shaft speed sensor.
When ARSC operates, the controller releases the brake normally.
ARSC is not controlled normally.

Cause

Resistance
500 1,000

ground
Resistance
Min. 1 M

Possible causes
and standard
value in normal
state

2 harness
between RCM2 (female) (30) ATC2
(female) (30) N2 (female) (1), HM3A (6)

3 harness
Defective retarder
4
controller
Min. 1 M

(30) RCM2 (female) (30) N2 (female)
(1) - HM3A (6)
Voltage
Max. 1 V
Resistance
500 1,000

2) Disconnect connector RCM2.
D21-172
Resistance
Troubleshooting
02/09 D21003
FAILURE CODE [DLT3LC] TRANSMISSION OUTPUT SHAFT SPEED SENSOR: DISAGREEMENT OF REVOLUTION SPEED SIGNAL
Action code
Failure code
E03
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
DLT3LC
Description

speed signal
The engine speed sensor, transmission input shaft speed sensor, and transmission intermediate speed
sensor does not match transmission output shaft speed.
If the shift lever is set in the N position, the controller keeps the gear in NEUTRAL.
The operator can move the truck by following the limp home procedure outlined earlier in this section.
Refer to pages 5 of the electrical schematic for references.

Cause
Possible causes
and standard
value in normal
state

Resistance
500 1,000

ground
Resistance
Min. 1 M
Resistance
Min. 1 M
Voltage
Max. 1 V
Resistance
500 1,000


2 harness
(1)

3 harness
Defective retarder
4
controller

(30) N3 (female) (1)
D21003 02/09
Troubleshooting
D21-173
FAILURE CODE [DNCCMA] BRAKE PEDAL PROXIMITY SWITCH: SHORT CIRCUIT

Action code
Failure code
E01
DNCCMA
Description
Brake pedal proximity switch: Short circuit

Contents of
trouble
Brake does not work even though the driver works the foot brake.
Controller
Response
None in particular
Problem that
appears on
machine
Related
information
Brake does not operate
Refer to pages 2, 7 & 8 of the electrical schematic for references.

Cause

1 Defective brake pedal sensor
Possible causes
and standard
value in normal
state

harness
2
Brake pedal sw failure
Between CN027 (female) (B) ground Pedal applied
Voltage
0V
Between CN027 (female) (B) ground Pedal not applied
Voltage
about 8 V

(B) RCM2 (17)
Resistance
Min. 1 M
3
D21-174
Defective retarder
controller
Check with monitoring function code: 44700

Brake pedal applied
ON
Brake pedal not applied
OFF
Troubleshooting
02/09 D21003
FAILURE CODE [DV00KB] WARNING ALARM BUZZER OUTPUT: SHORT CIRCUIT

Action code
Failure code
E01
DV00KB
Description
Warning alarm buzzer output: Short circuit

Contents of
trouble
When signal is output to buzzer circuit, abnormal current flows.
Monitor
Response
Keeps abnormality until starting switch is turned OFF.

Turns alarm buzzer output OFF.
Problem that
appears on
machine
Related
information
Alarm buzzer does not sound.

If buzzer sounds, buzzer (-) is Sink output (Normal).
Controller cannot detect disconnection and ground fault of wiring harness.

Cause
1 Defective buzzer
Possible causes
and standard
value in normal
state
1)Turn starting switch OFF, disconnect the buzzer connector, and remove
buzzer.
2)Connect +24 V to buzzer (+) and connect GND to buzzer (-).
If buzzer does not sound, buzzer is defective. Replace.
Turn starting switch OFF and disconnect the buzzer connector, then perGrounding fault in wiring
form troubleshooting without turning starting switch ON.
harness
2
Between CN1 (male) (13) ground
Resistance
Min. 1 M
(Reference)
Hot short
3 (Contact with 24V circuit) in
wiring harness
harness
defective contact in
connector) (Reference)
D21003 02/09
1)Turn starting switch OFF, disconnect CN1 and the buzzer connector,
and insert T-adapter in CN1 (female).
2)Turn starting switch ON and perform troubleshooting.
Between CN1 (male) (13) ground
Voltage
Max. 1 V

turning starting switch ON. (When voltage in Cause 1 is abnormal)
Between CN1 (female) (13) buzzer (-)
Resistance
Max. 1
Between FU3 (15) buzzer (+)
Resistance
Max. 1
If causes 1 4 are not detected, machine monitor may be defective.

Troubleshooting
D21-175
FAILURE CODE [DW78KZ] REAR BRAKE COOLING VALVE: OPEN OR SHORT CIRCUIT
Action code
Failure code
E01
DW78KZ
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description
Rear brake cooling valve: Open or short circuit

Since no current flows or overcurrent flows in BCV relay primary side, BCV relay cannot be turned ON/
OFF. Accordingly, BCV solenoid cannot be driven.
Stops supplying current when BCV circuit is disconnected.
Turns output to BCV relay (CNR02-V) primary side OFF.
Since retarder is not cooled, it may overheat.
For troubleshooting for BCV relay (CNR02-V) secondary side, see [B@C7NS] or [B@C8NS]..

Cause

Turn starting switch OFF and disconnect CNR02-V (BCV relay), then perform troubleshooting without turning starting switch ON.
Possible causes
and standard
value in normal
state
D21-176
Defective CNR02-V (BCV

relay)
CNR02-V
(female: Wiring harness side)
Resistance
Between (59) (17)
100 500
Turn starting switch OFF and disconnect CNR02-V (BCV relay), then perform troubleshooting without turning starting switch ON.

2 harness
(Contact with ground circuit) Between CNR02-V (female) (59) ground
Resistance
Min. 1 M
RCM3, then perform troubleshooting without turning starting switch ON.
harness
3 (Disconnection in wiring
connector)
Between RCM3 (female) (18) CNR02-V

(female) (59)
Resistance
Max. 1
Between CNR02-V (female) (17) (ground)
Resistance
Max. 1
If no other problems are found, the retarder controller may be defective.
Troubleshooting
02/09 D21003
FAILURE CODE [DW79KZ] FRONT BRAKE COOLING VALVE: OPEN OR SHORT CIRCUIT
Action code
Failure code
E01
DW79KZ
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description
Front brake cooling valve: Open or short circuit

Since no current flows or overcurrent flows in BCV relay primary side, BCV relay cannot be turned ON/
OFF. Accordingly, BCV solenoid cannot be driven.
Stops supplying current when BCV circuit is disconnected.
Turns output to BCV relay (CNR02-T) primary side OFF.
Since retarder is not cooled, it may overheat.
For troubleshooting for BCV relay (CNR02-T) secondary side, see [B@C6NS].

Cause

Turn starting switch OFF and disconnect R14 (BCV relay), then perform
troubleshooting without turning starting switch ON.
Possible causes
and standard
value in normal
state
Defective CNR02-T(BCV
relay)
Resistance
Between (15) (57)
100 500
Turn starting switch OFF and disconnect R14 (BCV relay), then perform

2 harness
(Contact with ground circuit) Between R14 (female) (1) ground
harness
connector)
D21003 02/09
CNR02
(female: Wiring harness side)
Resistance
Min. 1 M
Turn starting switch OFF and disconnect CNR02-T (BCV relay) and
RCM3, then perform troubleshooting without turning starting switch ON.
Between RCM3 (female) (8) CNR02
(female) (57)
Resistance
Max. 1
Between CNR02-15 RCM3 (female) (13)
Resistance
Max. 1

Troubleshooting
D21-177
FAILURE CODE [DW7FMA] MANUAL EMERGENCY BRAKE VALVE: FAILURE

Action code
Failure code
E03
DW7FMA
Description
Manual emergency brake valve: Failure

Contents of
trouble
Emergency brake does not operate even though the driver works the manual emergency brake.
Controller
Response
None in particular
Problem that
appears on
machine
Related
information
Emergency brake does not operate
Refer to page 7 & 8 of the electrical schematic for reference.

Cause
1
Possible causes
and standard
value in normal
state
Defective manual emergency Disconnect CN169. Connect CN169 (2) valve

ground. Connect 24V supply to CN169 (1).
The solenoid should energize.

harness
(Emergency auto apply sw
failure)


harness
3 (a contact with 24 V circuit)
(Emergency brake sw sense
failure)

RMC3 (30)
Wiring harness between EBS (female) (3)

RCM2 (25)
Resistance
Min. 1 M
Voltage
Max. 1 V
Check with monitoring function code: 32101.

4
D21-178
Defective retarder
controller
Emergency brake switch ON
ON
Emergency brake switch OFF
OFF
Troubleshooting
02/09 D21003
FAILURE CODE [DW7GMA] BRAKE VALVE (REAR) OR BRAKE LOCK VALVE: SHORT
CIRCUIT
Action code
Failure code
E03
DW7GMA
Description
Brake value (rear) or brake lock value trouble

Contents of
trouble
Brake (rear) does not operate even though the driver works the foot brake or brake lock sw.
Controller
Response
None in particular
Problem that
appears on
machine
Related
information
Brake (rear) does not operate.

Cause
1
Defective brake valve (rear)

or brake lock valve

Check the brake valve and brake lock.
Possible causes
and standard
value in normal
state
harness
2 defective contact in connector)
(Brake lock sw or brake
apply sw failure)

harness
3
((Brake lock sw or brake
apply sw failure)

(B) RCM1 (24)
Resistance
Max. 1

(B) RCM1 (18)
Resistance
Max. 1

CN164 (1)
Resistance
Max. 1

(B) RCM3 (39)
Resistance
Max. 1
RCM2 (35)
Voltage
Max. 1 V
D21003 02/09
Check with monitoring function code: 35100, 34103, and 34104.

Brake pedal applied.
ON
Brake pedal not applied.
OFF
Troubleshooting
D21-179
FAILURE CODE [DWA1K4] PPC CUT VALVE: MALFUNCTION (VALVE STUCK ON)
Action code
Failure code
E03
DWA1K4
Description
PPC cut valve: Malfunction (Valve stuck on)

Contents of
trouble
PPC cut valve pressure sensor does not respond to PPC cut valve ON command of retarder controller.
Controller
Response
None in particular
Problem that
appears on
machine
Related
information
When rear retarder brake should be cut as treatment of DX27K4 and DX28K4, rear retarder brake is not
cut.
If PPC cut valve has electrical trouble, code [DWA1KA], [DWA1KB] or [DWA1KY] is output.

Cause

PPC cut valve may have mechanical trouble. Check it directly.
1 Defective PPC cut valve
1. Turn starting switch ON.

2. Turn ASR switch ON/OFF.
Operating sound of PPC cut valve solenoid is heard.
1. Turn starting switch OFF.

2. Disconnect CN238.
3. Install T adapter on CN238.
2
Defective PPC cut valve

pressure sensor
Possible causes
and standard
value in normal
state
4. Prepare and turn starting switch ON.

CN238 (male) (B) (C)
Resistance
Key ON
Min. 1 M
Engine ON
Max. 1
Turn starting switch OFF and disconnect CN238, RCM1, RCM3 and
harness
Between CN238 (female) (C) RCM1

(female) (6)
Resistance
Max. 1
Between RCM3 (female) (1) CN237

(female) (1)
Resistance
Max. 1

(female) (3)
Resistance
Max. 1
Between CN238 (female) (B) ground
Resistance
Max. 1
Turn starting switch OFF and disconnect ASR7, then perform troubleGrounding fault in wiring
shooting without turning starting switch ON.
4 harness
(Contact with ground circuit) Between CN238 (female) (C) ground
Resistance
Min. 1 M
D21-180

Troubleshooting
02/09 D21003
FAILURE CODE [DWA1KA] PPC CUT VALVE: OPEN CIRCUIT

Action code
Failure code
E03
DWA1KA
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description
PPC cut valve output circuit: Open circuit

When signal is output to PPC cut valve solenoid circuit, no current flows.
None in particular
When DX27K4 or DX28K4 occurs, the brakes drag.
Signal is not output to PPC cut valve solenoid circuit until starting switch is turned OFF once.

Cause
Possible causes
and standard
value in normal
state

1 solenoid
(Internal disconnection)
Open in wiring
harness
connector)
D21003 02/09

CN237 (male)
Resistance
Between (1) (2)
5 28

turning starting switch ON. (When check result of Cause 1 is normal)
Between J02 (male) (10) (9)
Resistance
5 28
Resistance
5 28
If causes 1 and 2 are not detected, retarder controller may be defective.

Troubleshooting
D21-181
FAILURE CODE [DWA1KB] PPC CUT VALVE: SHORT CIRCUIT

Action code
Failure code
E03
DWA1KB
Description
PPC cut valve output circuit: Short circuit

Contents of
trouble
When signal is output to PPC cut valve solenoid circuit, abnormal current flows.
Controller
Response
PPC cut valve output is OFF.
Problem that
appears on
machine
Related
information
When DX27K4 or DX28K4 occurs, the brakes drag.
Signal is not output to PPC cut valve solenoid circuit until starting switch is turned OFF once.

Cause
1 solenoid
(Internal short circuit)
Possible causes
and standard
value in normal
state

Turn starting switch OFF and disconnect ASR2, then perform troubleshooting without turning starting switch ON.
CN239 (male)
Resistance
Between (1) (2)
5 28
Turn starting switch OFF and disconnect RCM3, then perform troubleGrounding fault in wiring
shooting without turning starting switch ON.
2 harness
(Contact with ground circuit) Between RCM3 (female) (27) ground
Resistance
Min. 1 M
Turn starting switch OFF and disconnect RCM3 and CN239, then perform
Short circuit in wiring
3 harness
(with another wiring harness) Wiring harness between RCM3 (female)
Resistance
Min. 1 M
(27) RCM (female) (pin other than (15))
D21-182
Troubleshooting
02/09 D21003
FAILURE CODE [DWA1KY] PPC CUT VALVE: SHORT TO POWER

Action code
Failure code
E03
DWA1KY
Description
ASR shut-off valve output circuit: Hot short fault

Contents of
trouble
When signal is output to PPC cut valve solenoid circuit, abnormal current flows.
Controller
Response
None in particular
Problem that
appears on
machine
Related
information

Cause
Possible causes
and standard
value in normal
state

1 solenoid
(Internal short circuit)
CN237 (male)
Resistance
Between (1) (2)
5 28
Turn starting switch OFF and insert T-adapter in RCM3, then turn starting
Hot short (Contact with 24 V switch ON and perform troubleshooting.
circuit) in wiring harness
Between RCM3 (female) (27) ground
Voltage
Max. 1 V
D21003 02/09
Troubleshooting
D21-183
FAILURE CODE [DWA1MA] PPC CUT VALVE: MALFUNCTION (VALVE DOES NOT OPERATE)
Action code
Failure code
E03
DWA1MA
Description
PPC cut valve: Malfunction (Valve does not operate)

Contents of
trouble
Sensor does not respond to PPC cut valve OFF command of retarder controller.
Controller
Response
Problem that
appears on
machine
Related
information
Retarder is not controlled normally.

If PPC cut valve has electrical trouble, see code [DWA1KA], [DWA1KB] or [DWA1KY].
Possible causes
Cause
and standard
value in normal Perform troubleshooting for failure code [DWA1K4].
state
D21-184
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-185
FAILURE CODE [DX12K4] FRONT BRAKE PPC SOLENOID VALVE: MALFUNCTION (VALVE
STUCK ON)
Action code
Failure code
E03
DX12K4
Description
Front brake PPC solenoid valve: Malfunction (Valve stuck on)

Contents of
trouble
Front brake proportional pressure reducing solenoid valve and solenoid keep operating and do not return
or their condition cannot be judged normally because of defect in sensor switch after they return.
Controller
Response
Continues control.
Problem that
appears on
machine
Related
information
If solenoid is defective, front brake drags.

If switch is defective or switch input circuit has ground fault, gear shift-up operation becomes difficult and
gear shift-down operation becomes easy.
Retarder oil pressure switch state can be checked with monitoring function (Code: 34102).
Refer to page 7, 8 & 12 of the electrical schematic for reference.

Cause
Defective front brake
1 proportional pressure
reducing solenoid valve

Check front brake proportional pressure reducing solenoid valve. If
there is an abnormality (mechanical failure), repair or replace it.

reducing solenoid
Resistance
Max. 1
Oil
pressure is
OFF.
Resistance
Min. 1 M

2) Connect T-adapter to connector CN236, CN027, CN222, CN231, and
CN240.
3) Start engine.
Possible causes
and standard
value in normal
state
CN236
Between (B) (C)
Defective retarder pressure
switch
Front retard apply sw
3 Brake pedal signal
Brake apply sw
Front brake apply sw
CN240
Between (B) (C)
CN027
Between (B) (C)
CN222
Between (1) (2)
CN231
Between (B) (C)
D21-186
Oil
pressure is
ON.
Troubleshooting
Retarder
Voltage
When not operated
81V
When operated
Max. 1 V
Brake
Voltage
applied
0V
not applied
81V
Brake
Voltage
applied
0V
not applied
81V
Retarder
Voltage
When operated
81V
When not operated
0V
Brake
Voltage
applied
0V
not applied
81V
02/09 D21003

Defective harness grounding 2) Disconnect connectors RCM1, RCM3, CN222, and CN240.
(Contact with ground circuit) 3) Connect T-adapter to RCM1 (female).
4
Resistance Min. 1 M
RCM1 (female) (12) CN240 (female) (C)
Possible causes
and standard
value in normal
state

2) Connect T-adapter to connector RCM3 (female).

Between RCM3 (26) (13)
D21003 02/09
Troubleshooting
Oil
pressure is
ON.
Voltage
Max. 1 V
Oil
pressure is
OFF.
Voltage
81V
D21-187
FAILURE CODE [DX12KA] FRONT BRAKE PPC SOLENOID VALVE: OPEN CIRCUIT
Action code
Failure code
E03
DX12KA
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Description
Front brake PPC solenoid valve: Open circuit

When output to front brake proportional pressure reducing valve solenoid circuit is ON, current does not
flow.
Turn output to front brake proportional pressure reducing valve solenoid OFF.
Retarder (front brake) does not operate.
Related
information
Cause
Possible causes
and standard
value in normal
state
harness
2
contact)

Resistance
8.5 9.1
Between CN230 (female) (1), (2) ground
Resistance
Min. 1 M

2)Connect T-adapter to connectors RCM3 (female) and CN230 (female).
(26) CN230 (female) (1)
Resistance
Max. 1

(13) CN230 (female) (2)
Resistance
Max. 1

D21-188
Troubleshooting
Resistance
8.5 9.1
02/09 D21003
FAILURE CODE [DX12KB] FRONT BRAKE PPC SOLENOID VALVE: SHORT CIRCUIT
Action code
Failure code
E03
DX12KB
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Description
Front brake PPC solenoid valve: Short circuit

When output to solenoid circuit of front brake proportional pressure reducing valve is turned ON, much
current flows.
Turns output to solenoid circuit of front brake proportional pressure reducing valve OFF.
Related
information
Cause
Possible causes
and standard
value in normal
state

Resistance
8.5 9.1
Resistance
Min. 1 M

(female) (1)
Resistance
Min. 1 M
Between wiring harness from RCM3

(female) (26) CN230 (female) (1) and wiring harness from RCM3 (female) (13)
CN230 (female) (2)
Resistance
Min. 1 M
Resistance
8.5 9.1

(Contact with ground
2
circuit or contact between
harnesses)

D21003 02/09
Troubleshooting
D21-189
FAILURE CODE [DX12KY] FRONT BRAKE PPC SOLENOID VALVE: SHORT TO POWER
Action code
Failure code
E03
DX12KY
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Description
Front brake PPC solenoid valve: Short to power

When output to front brake proportional pressure reducing valve solenoid circuit is OFF, electric current
flows.
Turn output to front brake proportional pressure reducing valve solenoid OFF.
Related
information
Cause
Possible causes
and standard
value in normal
state


Resistance
8.5 9.1
Resistance
Min. 1 M
Voltage
Max. 1 V
Resistance
8.5 9.1

(female) (1)
D21-190
Troubleshooting
02/09 D21003
FAILURE CODE [DX12MA] FRONT BRAKE PPC SOLENOID VALVE: MALFUNCTION (VALVE
DOES NOT OPERATE)
Action code
Failure code
E03
DX12MA
Description
Front brake PPC solenoid valve: Malfunction (valve does not operate)
Contents of
trouble
Front brake proportional pressure reducing solenoid valve and solenoid keep operating and do not return
or their condition cannot be judged normally because of defect in sensor switch after they return.
Controller
Response
Continues control.
Problem that
appears on
machine
Related
information
If solenoid is defective, front brake drags.

If switch is defective or switch input circuit has disconnection, condition does not change.
Condition of front retarder oil pressure switch can be checked with monitoring function (Code: 34102).

Cause

Check front brake proportional pressure reducing solenoid valve. If
2) Connect T-adapter to connector CN230.

reducing solenoid
Possible causes
and standard
value in normal
state
Defective retarder pressure

3 switch
Resistance
Max. 1
Oil
pressure
is OFF.
Resistance
Min. 1 M

2) Insert T-adapter in connector CN230.
3) Start engine.
CN236
Between (1) (2)
Disconnection in wiring har4 ness

Oil
pressure
is ON.
Retarder
Voltage
When not operated
81V
When operated
Max. 1 V

3) Connect T-adapter to RCM3.
(female) (1)
Resistance
Min. 1 M
Oil
pressure
is ON.
Voltage
Max. 1 V
Oil
pressure
is OFF.
Voltage
81V

2) Insert T-adapter in connector RCM3.
D21003 02/09
Troubleshooting
D21-191
FAILURE CODE [DX27K4] RIGHT REAR PPC SOLENOID VALVE: MALFUNCTION (VALVE
STUCK ON)
Action code
Failure code
E03
DX27K4
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description
Right rear PPC solenoid valve: Malfunction (Valve is stuck on)

Rear right brake proportional pressure reducing solenoid valve and solenoid keep operating and do not
return or their condition cannot be judged normally because of defect in sensor switch after they return.
Stops controlling ASR.
PPC cut valve ON
If solenoid is defective, rear right brake drags.
Rear right retarder oil pressure switch state can be checked with monitoring function (Code: 34104).
Refer to page 7, 8 &12 of the electrical schematic for reference.

Cause
Defective rear right brake

Check rear brake proportional pressure reducing solenoid valve. If

reducing solenoid
Oil
pressure is Resistance Min. 1 M
OFF.

2) Connect T-adapter to connector CN242, CN231, CN222, CN236,
CN240 and CN027.
3) Start engine.
Possible causes
and standard
value in normal
state
Retarder not operated

Right retard apply
Between CN242 (B) - (C) Retarder operated
Defective rear right retarder
pressure switch
Right retard apply sw
Brake apply switch
3 Brake lock switch sense
Brake pedal signal
Emergency auto apply sw.
81V
Max. 1 V
Brake apply switch

Between CN231 (B) - (C)
Brake not applied
81V
Brake applied
Max. 1 V
Emergency auto apply

Between CN122 (1) - (2)
not applied
Max. 1 V
applied
81V

Front retard apply
81V
Max. 1 V
Front brake apply

Brake not applied
81V
Brake applied
Max. 1 V
Brake pedal signal

Brake applied
81V
Brake not applied
Min. 1 V
Brake lock ON
Pilot lamp on
Brake lock OFF
Pilot lamp off
Brake lock
Check with monitor function code: 39900
D21-192
Oil
pressure is Resistance Max. 1
ON.
Troubleshooting
02/09 D21003

Defective harness grounding 2) Disconnect connectors RCM1, CN242, CN232 and RCM3.
4
Resistance Min. 1 M
RCM1 (female) (24) CN242 (female) (B)
Possible causes
and standard
value in normal
state
Between RCM3 (30) CN222 (1)

D21003 02/09
Resistance Min. 1 M
Troubleshooting
Oil pressure is ON.
Voltage
Max. 1 V
Oil pressure is
OFF.
Voltage
81V
D21-193
FAILURE CODE [DX27KA] RIGHT REAR PPC SOLENOID VALVE: OPEN CIRCUIT
Action code
Failure code
E03
DX27KA
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Description
Right rear PPC solenoid valve: Open circuit

When output to rear right brake proportional pressure reducing valve solenoid circuit is ON, current does
not flow.
Turn output to rear brake proportional pressure reducing valve solenoid OFF.
Retarder (rear right brake) does not operate.
Related
information
Cause
Possible causes
and standard
value in normal
state
harness
2
contact)

Resistance
8.5 9.1
Resistance
Min. 1 M

CN172 (female) (1)
Resistance
Max. 1

(23) CN172 (female) (2)
Resistance
Max. 1

D21-194
Troubleshooting
Resistance
8.5 9.1
02/09 D21003
FAILURE CODE [DX27KB] RIGHT REAR PPC SOLENOID VALVE: SHORT CIRCUIT
Action code
Failure code
E03
DX27KB
Description
Right rear PPC solenoid valve: Short circuit

Contents of
trouble
When output to solenoid circuit of rear right brake proportional pressure reducing valve is turned ON, much
current flows.
Controller
Response
Turns output to solenoid circuit of rear right brake proportional pressure reducing valve OFF.
Problem that
appears on
machine
Related
information
Cause
Possible causes
and standard
value in normal
state

Resistance
8.5 9.1
Resistance
Min. 1 M

(female) (1)
Resistance
Min. 1 M

(female) (6) CN172 (female) (1) and wiring
harness from RCM3 (female) (23) CN172
(female) (2)
Resistance
Min. 1 M
Resistance
8.5 9.1

2
harnesses)

Between BRC3 (female) (6) (23)
D21003 02/09
Troubleshooting
D21-195
FAILURE CODE [DX27KY] RIGHT REAR PPC SOLENOID VALVE: SHORT TO POWER
Action code
Failure code
E03
DX27KY
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Description
Right rear PPC solenoid valve: Short to power

When output to rear right brake proportional pressure reducing valve solenoid circuit is OFF, electric current flows.
Turn output to rear brake proportional pressure reducing valve solenoid OFF.
Related
information
Cause
Possible causes
and standard
value in normal
state


Resistance
10 30
Resistance
Min. 1 M
Voltage
Max. 1 V
Resistance
10 30

(female) (1)
D21-196
Troubleshooting
02/09 D21003
FAILURE CODE [DX27MA] RIGHT REAR PPC SOLENOID VALVE: MALFUNCTION

Action code
Failure code
E03
DX27MA
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description
Right rear PPC solenoid valve: Malfunction (valve does not operate)
Rear right brake proportional pressure reducing solenoid valve and solenoid keep operating and do not
Continues control.
If solenoid is defective, rear right brake drags.
Condition of rear right retarder oil pressure switch can be checked with monitoring function (Code: 34104)

Cause


reducing solenoid
Possible causes
and standard
value in normal
state
Defective rear right retarder

3 pressure switch
Resistance
Max. 1
Oil
pressure
is OFF.
Resistance
Min. 1 M

3) Start engine.
CN242
Between (B) (C)
Disconnection in wiring har4 ness.

Oil
pressure
is ON.
Retarder
Voltage
When not operated
81V
When operated
Max. 1 V

between BRC1 (female) (24) CN242
(female) (B)
Resistance
Min. 1 M
Oil
pressure
is ON.
Voltage
Max. 1 V
Oil
pressure
is OFF.
Voltage
81V

D21003 02/09
Troubleshooting
D21-197
FAILURE CODE [DX28K4] LEFT REAR PPC SOLENOID VALVE: ERATIC OPERATION
Action code
Failure code
E03
DX28K4
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description
Left rear PPC solenoid valve: Malfunction (Valve is stuck on)

Rear left brake proportional pressure reducing solenoid valve and solenoid keep operating and do not
Stops controlling ASR.
PPC cut valve ON.
If solenoid is defective, rear left brake drags.
Rear left retarder oil pressure switch state can be checked with monitoring function (Code: 34103).
Refer to page 7, 8 & 12 of the electrical schematic for reference.

Cause
Defective rear left brake

Check rear brake proportional pressure reducing solenoid valve. If there
is an abnormality (mechanical failure), repair or replace it.

reducing solenoid
Resistance
Oil
pressure
is OFF.
Resistance Min. 1 M
Max. 1

2) Connect T-adapter to connector CN233, CN231, CN222, CN236,
CN240 and CN027.
3) Start engine.
Possible causes
and standard
value in normal
state

Left retard apply
Defective rear left retarder
pressure switch
Left retard apply sw
Brake apply sw
3 Brake lock sw sense
Brake pedal signal
81V
Max. 1 V
Brake apply switch

Brake not applied
81V
Brake applied
Max. 1 V
Emergency auto apply

Between CN122 (1) - (2)
not applied
Max. 1 V
applied
81V
Front retard apply

81V
Retarder operated
Max. 1 V
Front brake apply

Brake not applied
81V
Brake applied
Max. 1 V
Brake pedal signal

Brake applied
81V
Brake not applied
Min. 1 V
Brake lock ON
Pilot lamp on
Brake lock OFF
Pilot lamp off
Brake lock
Check with monitor function code: 39900
D21-198
Oil
pressure
is ON.
Troubleshooting
02/09 D21003

Defective harness grounding 2) Disconnect connectors RCM1 and CN233.
4
RCM1 (female) (5) CN233 (female) (B)
Possible causes
and standard
value in normal
state


D21003 02/09
Resistance Min. 1 M
Troubleshooting
Oil
pressure
is ON.
Voltage
Max. 1 V
Oil
pressure
is OFF.
Voltage
81V
D21-199
FAILURE CODE [DX28KA] LEFT REAR PPC SOLENOID VALVE: OPEN CIRCUIT
Action code
E03
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Failure code
DX28KA
Description
Rear left brake proportional pressure reducing solenoid valve output circuit: Disconnection
When output to rear left brake proportional pressure reducing valve solenoid circuit is ON, current does not
flow.
Turn output to rear left brake proportional pressure reducing valve solenoid OFF.
Retarder (rear left brake) does not operate.
Related
information
Cause
Possible causes
and standard
value in normal
state
harness
2
contact)

Resistance
8.5 9.1
Resistance
Min. 1 M

(16) CN173 (female) (1)
Resistance
Max. 1

(23) CN173 (female) (2)
Resistance
Max. 1

D21-200
Troubleshooting
Resistance
8.5 9.1
02/09 D21003
FAILURE CODE [DX28KB] LEFT REAR PPC SOLENOID VALVE: SHORT CIRCUIT
Action code
Failure code
E03
DX28KB
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Description
Left rear PPC solenoid valve: Short circuit

When output to solenoid circuit of rear left brake proportional pressure reducing valve is turned ON, much
current flows.
Turns output to solenoid circuit of rear left brake proportional pressure reducing valve OFF.
Related
information
Cause
Possible causes
and standard
value in normal
state

Resistance
8.5 9.1
Resistance
Min. 1 M

(female) (1)
Resistance
Min. 1 M

(female) (16) CN173 (female) (1) and wiring harness from RCM3 (female) (23)
CN173 (female) (2)
Resistance
Min. 1 M
Resistance
8.5 9.1

2
harnesses)

D21003 02/09
Troubleshooting
D21-201
FAILURE CODE [DX28KY] LEFT REAR PPC SOLENOID VALVE: SHORT TO POWER
Action code
Failure code
E03
DX28KY
Description
Left rear PPC solenoid valve: Short to power

Contents of
trouble
When output to rear left brake proportional pressure reducing valve solenoid circuit is OFF, electric current
flows.
Controller
Response
Turn output to rear left brake proportional pressure reducing valve solenoid OFF.
Problem that
appears on
machine
Related
information
Cause
Possible causes
and standard
value in normal
state


Resistance
8.5 9.1
Resistance
Min. 1 M
Voltage
Max. 1 V
Resistance
8.5 9.1

(female) (1)
D21-202
Troubleshooting
02/09 D21003
FAILURE CODE [DX28MA] LEFT REAR PPC SOLENOID VALVE: MALFUNCTION (VALVE
DOES NOT OPERATE)
Action code
Failure code
E03
DX28MA
Contents of
trouble
Controller
Response
Problem that
appears on
machine
Related
information
Description
Left rear PPC solenoid valve: Malfunction (Valve does not operate)
Rear left brake proportional pressure reducing solenoid valve and solenoid keep operating and do not
Continues control.
If solenoid is defective, rear left brake drags.
Condition of rear left retarder oil pressure switch can be checked with monitoring function (Code: 34103)
(bit [3], 0:OFF, 1:ON).

Cause


reducing solenoid
Possible causes
and standard
value in normal
state
Defective rear left retarder

3 pressure switch
Resistance
Max. 1
Oil
pressure
is OFF.
Resistance
Min. 1 M

3) Start engine.
CN233
Between (1) (2)
Disconnection in wiring har4 ness

Oil
pressure
is ON.
Retarder
Voltage
When not operated
81V
When operated
Max. 1 V

(female) (1)
Resistance
Min. 1 M
Oil
pressure
is ON.
Voltage
Max. 1 V
Oil
pressure
is OFF.
Voltage
81V

D21003 02/09
Troubleshooting
D21-203
FAILURE CODE [DXH1KA] LOCKUP CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT
Action code
Failure code
E03
DXH1KA
Description
Lockup clutch ECMV output circuit: Open circuit

Contents of
trouble
When signal is output to lockup clutch ECMV, no current flows.
Controller
Response
Keeps gear speed used for travel.

Turns lockup operation OFF.
Problem that
appears on
machine
Lockup system does not operate.

If gearshift lever is set in N, machine cannot restart until it stops.
Related information
As ECMV detects disconnection while output is ON, be sure to turn output ON to check operation after
repair.
Output current to lockup ECMV can be checked with monitoring function (Code: 31609 (mA)).
Since output is turned ON and self-check is performed for 5 seconds after starting switch is turned ON,
wait for 5 seconds without starting the engine.
If trouble has not been repaired, error is detected again.

Cause

2) Connect T-adapter to connector CN17 (L/U,PS) (male).
Possible causes
and standard
value in normal
state

ECMV
harness
2
(Disconnection or improper
contact)
3
controller
D21-204
Resistance
5 15

ground
Resistance
Min. 1 M

2) Connect T-adapter to connectors ATC3 (female) and CN17 (L/U,PS)
(female).
Resistance
Max. 1

Resistance
Max. 1

Troubleshooting
Resistance
5 15
02/09 D21003
FAILURE CODE [DXH1KB] LOCKUP CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT
Action code
Failure code
E03
DXH1KB
Description
Lockup clutch ECMV output circuit: Short circuit

Contents of
trouble
Abnormally excessive current flows while output to lockup clutch ECMV is ON.
Controller
Response
Keeps gear speed used for travel and turns lockup operation OFF.
Problem that
appears on
machine
Lockup system is kept OFF.

If gearshift lever is set in N, machine cannot restart until it stops.
Related information
Output current to lockup ECMV can be checked with monitoring function (Code: 31609 (mA)).

Cause

Possible causes
and standard
value in normal
state

ECMV
Resistance
5 15

ground
Resistance
Min. 1 M

2) Disconnect connectors ATC3 and CN17 (L/U,PS).
2
3
controller
D21003 02/09

between ATC3 (female) (35) CN17 (L/
U,PS) (female) (1)
Resistance
Min. 1 M
Between wiring harness from ATC3 (female)

(35) CN17 (L/U,PS) (female) (1) and wiring harness from ATC3 (female) (23)
Resistance
Min. 1 M

Troubleshooting
Resistance
5 15
D21-205
FAILURE CODE [DXH1KY] LOCKUP CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER
Action code
Failure code
E03
DXH1KY
Contents of
trouble
Controller
Response
Description
Lockup clutch ECMV output circuit: Short to power

While output to lock-up clutch ECMV is OFF, electric current flows.

Keeps gear speed used for travel and turns lockup operation OFF.
Problem that
appears on
machine
Cannot change gear speed.

Keeps lockup OFF
When gear shift lever is operated to N, machine cannot move off.
Related information
Output current to lockup ECMV can be checked with monitoring function (Code: 31609 (mA))

Cause

Possible causes
and standard
value in normal
state
D21-206

ECMV

controller
Resistance
5 15

ground
Resistance
Min. 1 M

2) Disconnect connectors ATC3 and CN17 (L/U,PS).
between ATC3 (female) (35) CN17 (L/
U,PS) (female) (1)
Voltage
Max. 1 V

Troubleshooting
Resistance
5 15
02/09 D21003
D21003 02/09
Troubleshooting
D21-207
FAILURE CODE [DXH2KA] HIGH CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT
Action code
Failure code
E03
DXH2KA
Description
High clutch ECMV output circuit: Open circuit

Contents of
trouble
No electric current flows when the output to Hi clutch ECMV is ON.
Controller
Response
Problem that
appears on
machine
Once the gear shift lever is set to neutral, the machine can not move off in any gear speeds.
Related information
repair.
Electric current of output to ECMV can be checked with monitoring function (code: 31600 (mA)).
Cause

2) Connect T-adapter to connector CN13(H,PS) (male).
1 Defective Hi clutch ECMV
Possible causes
and standard
value in normal
state
harness
2
(Disconnection or
defective contact)
Defective transmission con3

troller
D21-208
Between CN13(H,PS) (male) (1) (2)
Resistance
5 15
Between CN13(H,PS) (male) (1), (2)

ground
Resistance
Min. 1 M

2) Connect T-adapter to connectors ATC3 (female) and CN13(H,PS)
(female).
CN13(H,PS) (female) (1)
Resistance
Max. 1

CN13(H,PS) (female) (2)
Resistance
Max. 1

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-209
FAILURE CODE [DXH2KB] HIGH CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT
Action code
Failure code
E03
DXH2KB
Contents of
trouble
Controller
Response
Description
High clutch ECMV output circuit: Short circuit

Abnormally excessive current flows while output to Hi clutch ECMV is ON.

Problem that
appears on
machine
Related information
Electric current of output to ECMV can be checked by monitoring function (code: 31600 (mA)).
Cause

Possible causes
and standard
value in normal
state
Resistance
5 15

ground
Resistance
Min. 1 M

2
3
controller
D21-210

between ATC3 (female) (26) CN13 (H,PS)
(female) (1)
Resistance
Min. 1 M

(26) CN13 (H,PS) (female) (1) and wiring
harness from ATC3 (female) (13) CN13
(H,PS) (female) (2)
Resistance
Min. 1 M

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected
F7
3rd
High
F6
3rd
Mid
F5
2nd
High
F4
2nd
Mid
F3
1st
High
F2
1st
Mid
F1
2nd
Low
Reverse
Low

Failed clutch
ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
2nd
3M
F6
OFF
High
3M
F6
OFF
2nd
3M
F6
OFF
Mid
2H
F5
OFF
1st
2M
F4
OFF
High
2M
F4
OFF
1st
2M
F4
OFF
Mid
1H
F3
OFF
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
*Combination not normally used
D21003 02/09
Troubleshooting
D21-211
FAILURE CODE [DXH2KY] HIGH CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER
Action code
Failure code
E03
DXH2KY
Description
High clutch ECMV output circuit: Short to power

Contents of
trouble
When output to Hi clutch ECMV is OFF, electric current flows.
Controller
Response
Problem that
appears on
machine
Related information
Cause

Possible causes
and standard
value in normal
state
D21-212

controller
Resistance
5 15

ground
Resistance
Min. 1 M

between ATC3 (female) (26) CN3 (H,PS)
(female) (1)
Voltage
Max. 1V

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 2
detected
Failed clutch
(Fill switch ON)
2nd
3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09

OFF
NEUTRAL*
ON/OFF state of
lockup clutch
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-213
TABLE 2
detected
Mid
Failed clutch
(Fill switch ON)
ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
D21-214
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-215
FAILURE CODE [DXH3KA] LOW CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT
Action code
Failure code
E03
DXH3KA
Description
Low clutch ECMV output circuit: Open circuit

Contents of
trouble
Current does not flow when output to low clutch ECMV is ON.
Controller
Response
Problem that
appears on
machine
Related information
repair.
Cause

1 Defective Lo clutch ECMV
Possible causes
and standard
value in normal
state
harness
2
contact)
D21-216
controller
Resistance
5 15

ground
Resistance
Min. 1 M

2) Connect T-adapter to connectors ATC3 (female) and CN11 (L,PS)
(female).
Resistance
Max. 1

Resistance
Max. 1

(3)
Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-217
FAILURE CODE [DXH3KB] LOW CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT
Action code
Failure code
E03
DXH3KB
Contents of
trouble
Controller
Response
Description
Low clutch ECMV output circuit: Short circuit

Abnormally excessive current flows while output to low clutch ECMV is ON.
Problem that
appears on
machine
Related information
Cause

Possible causes
and standard
value in normal
state
Resistance
5 15

ground
Resistance
Min. 1 M

2
3
controller
D21-218

between ATC3 (female) (6) CN11 (L,PS)
(female) (1)
Resistance
Min. 1 M

(6) CN11 (L,PS) (female) (1) and wiring
(L,PS) (female) (2)
Resistance
Min. 1 M

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-219
FAILURE CODE [DXH3KY] LOW CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER
Action code
Failure code
E03
DXH3KY
Contents of
trouble
Controller
Response
Description
Low clutch ECMV output circuit: Short to power

When output to low clutch ECMV is turned OFF, current flows to circuit.
Problem that
appears on
machine
Related information
Cause

Possible causes
and standard
value in normal
state
2
D21-220

controller
Resistance
5 15

ground
Resistance
Min. 1 M

between ATC3 (female) (6) CN11 (L,PS)
(female) (1)
Voltage
Max. 1 V
Resistance
5 15
Turn starting switch OFF.

Troubleshooting
02/09 D21003
TABLE 2
detected
Failed clutch
(Fill switch ON)
2nd
3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09

OFF
NEUTRAL*
ON/OFF state of
lockup clutch
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-221
TABLE 2
detected
Mid
Failed clutch
(Fill switch ON)
ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
D21-222
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-223
FAILURE CODE [DXH4KA] 1ST CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT
Action code
Failure code
E03
DXH4KA
Description
1st clutch ECMV output circuit: Disconnection

Contents of
trouble
Current does not flow when output to 1st clutch ECMV is ON.
Controller
Response
Problem that
appears on
machine
Related information
repair.
Cause

1 Defective 1st clutch ECMV
Possible causes
and standard
value in normal
state
harness
2
(Disconnection or improper
contact)
D21-224
controller
Resistance
5 15

ground
Resistance
Min. 1 M

2) Connect T-adapter to ATC3 (female) and CN7 (L,PS) (female).
Resistance
Max. 1

Resistance
Max. 1
Resistance
5 15

Troubleshooting
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-225
FAILURE CODE [DXH4KB] 1ST CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT
Action code
Failure code
E03
DXH4KB
Description
1st clutch ECMV output circuit: Short circuit

Contents of
trouble
Abnormally excessive current flows when output to 1st clutch ECMV is ON.
Controller
Response
Problem that
appears on
machine
Related information
Cause

Possible causes
and standard
value in normal
state
Resistance
5 15

ground
Resistance
Min. 1 M

2) Disconnect connectors to ATC3 and CN7 (1,PS).
2
3
controller
D21-226

between ATC3 (female) (36) CN7 (1,PS)
(female) (1)
Resistance
Min. 1 M

(36) CN7 (1,PS) (female) (1) and wiring
(1,PS) (female) (2)
Resistance
Min. 1 M
Resistance
5 15

Troubleshooting
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-227
FAILURE CODE [DXH4KY] 1ST CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER
Action code
Failure code
E03
DXH4KY
Description
1st clutch ECMV output circuit: Short to power

Contents of
trouble
When output to 1st clutch ECMV is "OFF", current flows to circuit.
Controller
Response
Problem that
appears on
machine
Related information
Cause

Possible causes
and standard
value in normal
state
D21-228

controller
Resistance
5 15

ground
Resistance
Min. 1 M

2) Disconnect connectors ATC3 and CN7 (1,PS).
(female) (1)
Voltage
Max. 1 V
Resistance
5 15

Troubleshooting
02/09 D21003
TABLE 2
detected
Failed clutch
(Fill switch ON)
2nd
3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09

OFF
NEUTRAL*
ON/OFF state of
lockup clutch
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-229
TABLE 2
detected
Mid
Failed clutch
(Fill switch ON)
ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
D21-230
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-231
FAILURE CODE [DXH5KA] 2ND CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT
Action code
Failure code
E03
DXH5KA
Description
2nd clutch ECMV output circuit: Open circuit

Contents of
trouble
Current does not flow when output to 2nd clutch ECMV is ON.
Controller
Response
Problem that
appears on
machine
Related information
repair.
Cause

1 Defective 2nd clutch ECMV
Possible causes
and standard
value in normal
state
harness
2
contact)
3
controller
D21-232
Resistance
5 15

ground
Resistance
Min. 1 M

(female).
Resistance
Max. 1

Resistance
Max. 1
Resistance
5 15

Troubleshooting
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-233
FAILURE CODE [DXH5KB] 2ND CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT
Action code
Failure code
E03
DXH5KB
Contents of
trouble
Controller
Response
Description
2nd clutch ECMV output circuit: Short circuit

Abnormally excessive current flows while output to 2nd clutch ECMV is ON.
Problem that
appears on
machine
Related information
Cause

Possible causes
and standard
value in normal
state
Resistance
5 15

ground
Resistance
Min. 1 M

2
3
controller
D21-234

between ATC3 (female) (5) CN8 (female)
(1)
Resistance
Min. 1 M

(2,PS) (female) (2)
Resistance
Min. 1 M

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-235
FAILURE CODE [DXH5KY] 2ND CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER
Action code
Failure code
E03
DXH5KY
Description
2nd clutch ECMV output circuit: Short to power

Contents of
trouble
When output to 2nd clutch ECMV is "OFF", current flows to circuit.
Controller
Response
Problem that
appears on
machine
Related information
Cause

Possible causes
and standard
value in normal
state
D21-236

(a contact with 24V circuit)
controller
Resistance
5 15

ground
Resistance
Min. 1 M

(female) (1)
Voltage
Max. 1 V

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 2
detected
Failed clutch
(Fill switch ON)
2nd
3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09

OFF
NEUTRAL*
ON/OFF state of
lockup clutch
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-237
TABLE 2
detected
Mid
Failed clutch
(Fill switch ON)
ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
D21-238
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-239
FAILURE CODE [DXH6KA] 3RD CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT
Action code
Failure code
E03
DXH6KA
Description
3rd clutch ECMV output circuit: Open circuit

Contents of
trouble
Current does not flow when output to 3rd clutch ECMV is ON.
Controller
Response

Disengages the lockup circuit.
Problem that
appears on
machine
Machine cannot move off in any gear speeds.
Related information
repair.
Cause

1 Defective 3rd clutch ECMV
Possible causes
and standard
value in normal
state
harness
2
contact)
3
controller
D21-240
Resistance
5 15

ground
Resistance
Min. 1 M

2) Disconnect T-adapter connectors to ATC3 (female) and CN3 (3,PS)
(male).
Resistance
Max. 1

Resistance
Max. 1

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-241
FAILURE CODE [DXH6KB] 3RD CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT
Action code
Failure code
E03
DXH6KB
Contents of
trouble
Controller
Response
Description
3rd clutch ECMV output circuit: Short circuit

Abnormally excessive current flows while output to 3rd clutch ECMV is ON.
The controller disengages the lockup circuit.
Problem that
appears on
machine
Related information
Cause

Possible causes
and standard
value in normal
state
Resistance
5 15
Resistance
Min. 1 M

2
3
controller
D21-242

ground

(female) (1)
Resistance
Min. 1 M

(3,PS) (female) (2)
Resistance
Min. 1 M

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-243
FAILURE CODE [DXH6KY] 3RD CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER
Action code
Failure code
E03
DXH6KY
Description
3rd clutch ECMV output circuit: Short to power

Contents of
trouble
When output to 3rd clutch ECMV is OFF, current flows to circuit.
Controller
Response
Problem that
appears on
machine
Related information
Cause

Possible causes
and standard
value in normal
state
D21-244

controller
Resistance
5 15

ground
Resistance
Min. 1 M

(female) (1)
Voltage
Max. 1 V

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 2
detected
Failed clutch
(Fill switch ON)
2nd
3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09

OFF
NEUTRAL*
ON/OFF state of
lockup clutch
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-245
TABLE 2
detected
Mid
Failed clutch
(Fill switch ON)
ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
D21-246
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-247
FAILURE CODE [DXH7KA] R CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT

Action code
Failure code
E03
DXH7KA
Description
R clutch ECMV output circuit: Open circuit

Contents of
trouble
Current does not flow when output to R clutch ECMV is ON.
Controller
Response

Problem that
appears on
machine
Machine can not move off in any gear speeds.
Related information
repair.
Cause

2) Connect T-adapter to connector CN5 (R,PS) (male).
1 Defective R clutch ECMV
Possible causes
and standard
value in normal
state
harness
2
contact)
3
controller
D21-248
Resistance
5 15

ground
Resistance
Min. 1 M

2) Connect T-adapter to connectors ATC3 (female) and CN5 (R,PS)
(female).
Resistance
Max. 1

Resistance
Max. 1

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-249
FAILURE CODE [DXH7KB] R CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT

Action code
Failure code
E03
DXH7KB
Contents of
trouble
Controller
Response
Description
R clutch ECMV output circuit: Short circuit

Abnormally excessive current flows while output to R clutch ECMV is ON.

Problem that
appears on
machine
Related information
Cause

Possible causes
and standard
value in normal
state
Resistance
5 15
Resistance
Min. 1 M

2
3
controller
D21-250

ground

between ATC3 (female) (25) CN5 (R,PS)
(female) (1)
Resistance
Min. 1 M

(25) CN5 (R,PS) (female) (1) and wiring
(R,PS) (female) (2)
Resistance
Min. 1 M

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 1
detected

Failed clutch
ON/OFF state of
lockup clutch
F7
3rd
High
3rd
OFF
NEUTRAL
OFF
High
OFF
NEUTRAL
OFF
F6
3rd
Mid
3rd
OFF
NEUTRAL
OFF
Mid
3H
F7
OFF
F5
2nd
High
2nd
3M
F6
OFF
High
3M
F6
OFF
F4
2nd
Mid
2nd
3M
F6
OFF
Mid
2H
F5
OFF
F3
1st
High
1st
2M
F4
OFF
High
2M
F4
OFF
F2
1st
Mid
1st
2M
F4
OFF
Mid
1H
F3
OFF
F1
2nd
Low
2nd
1M
F2
OFF
Low
1M
F2
OFF
Reverse
Low
Reverse
OFF
NEUTRAL
OFF
Low
RM
R*
OFF
D21003 02/09
Troubleshooting
D21-251
FAILURE CODE [DXH7KY] R CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER

Action code
Failure code
E03
DXH7KY
Description
R clutch ECMV output circuit: Short circuit to power source line

Contents of
trouble
When output to R clutch ECMV is OFF, current flows to circuit.
Controller
Response

Problem that
appears on
machine
Related information
Cause

Possible causes
and standard
value in normal
state
D21-252

controller
Resistance
5 15

ground
Resistance
Min. 1 M

between ATC3 (female) (25) CN5 (R,PS)
(female) (1)
Voltage
Max. 1 V

Troubleshooting
Resistance
5 15
02/09 D21003
TABLE 2
detected
Failed clutch
(Fill switch ON)
2nd
3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09

OFF
NEUTRAL*
ON/OFF state of
lockup clutch
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-253
TABLE 2
detected
Mid
Failed clutch
(Fill switch ON)
ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
D21-254
Troubleshooting
02/09 D21003
NOTES
D21003 02/09
Troubleshooting
D21-255
FAILURE CODE [DXJ7KA] MID CLUTCH ECMV OUTPUT CIRCUIT: OPEN CIRCUIT
Action code
Failure code
E03
DXJ7KA
Description
Mid clutch ECMV output circuit: Open circuit

Contents of
trouble
Current does not flow when output to Mid clutch ECMV is ON.
Controller
Response
Shifts up and holds the gear speed as shown in Table 1 depending on the gear speed before failure
Problem that
appears on
machine
Related information
repair.
Once the gear shift lever is set to neutral, the machine cannot move off in any gear speeds.
Cause

Possible causes
and standard
value in normal
state
harness
2
(Disconnection or
defective contact)
D21-256
5 15
Resistance
Resistance Min. 1 M

(female).
Resistance Max. 1

Resistance Max. 1

Troubleshooting
Resistance
5 15
02/09 D21003
D21003 02/09
Troubleshooting
D21-257
FAILURE CODE [DXJ7KB] MID CLUTCH ECMV OUTPUT CIRCUIT: SHORT CIRCUIT
Action code
Failure code
E03
DXJ7KB
Contents of
trouble
Controller
Response
Description
Mid clutch ECMV output circuit: Short circuit

Excessive current flows while output to Mid clutch ECMV is ON.

Problem that
appears on
machine
Related information
Cause

1 Defective mid clutch ECMV
Possible causes
and standard
value in normal
state
Resistance
Resistance Min. 1 M

2) Disconnect connectors ATC3 and CN15 (M,PS).
2
D21-258
5 15

controller

Resistance Min. 1 M
ATC3 (female) (26) CN15 (M,PS) (female) (1)
(26) CN15 (M,PS) (female) (1) and wiring harResistance Min. 1 M
ness from ATC3 (female) (03) CN15 (M,PS)
(female) (2)
Troubleshooting
Resistance
5 15
02/09 D21003
D21003 02/09
Troubleshooting
D21-259
FAILURE CODE [DXJ7KY] MID CLUTCH ECMV OUTPUT CIRCUIT: SHORT TO POWER
Action code
Failure code
E03
DXJ7KY
Description
Mid clutch ECMV output circuit: Short circuit to power source line
Contents of
trouble
When output to Mid clutch ECMV is turned "OFF", current flows to circuit.
Controller
Response
Problem that
appears on
machine
Related information
Cause

1 Defective mid clutch ECMV
Possible causes
and standard
value in normal
state

Resistance
Resistance Min. 1 M

2) Disconnect connectors ATC3 and CN15 (M,PS).
ATC3 (female) (16) CN15 (M,PS) (female) (1)
D21-260
controller
5 15
Voltage
Max. 1V
Resistance
5 15

Troubleshooting
02/09 D21003
TABLE 2
detected
Failed clutch
(Fill switch ON)
2nd
3rd
High
F7
3rd
Mid
F6
2nd
High
F5
2nd
Mid
F4
1st
High
F3
1st
Mid
F2
2nd
Low
F1
Reverse
Low
D21003 02/09

OFF
NEUTRAL*
ON/OFF state of
lockup clutch
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
3H
F7
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
3M
F6
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
OFF
NEUTRAL*
OFF
Reverse
OFF
NEUTRAL*
OFF
High
2H
F5
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
Mid
2M
F4
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
2nd
2M
F4
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Low
OFF
NEUTRAL*
OFF
3rd
3M
F6
OFF
1st
1M
F2
OFF
Reverse
OFF
NEUTRAL*
OFF
High
1H
F3
OFF
Mid
1M
F2
OFF
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
High
RH
R*
OFF
Mid
RM
R*
OFF
Troubleshooting
D21-261
TABLE 2
detected
D21-262
Mid
Failed clutch
(Fill switch ON)

ON/OFF state of
lockup clutch
3rd
OFF
NEUTRAL*
OFF
2nd
OFF
NEUTRAL*
OFF
1st
OFF
NEUTRAL*
OFF
HIgh
OFF
NEUTRAL*
OFF
Low
OFF
NEUTRAL*
OFF
Troubleshooting
02/09 D21003
SECTION D30
VHMS INITIALIZATION
INDEX
INITIALIZATION OF VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-3

Executing Quick PM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-14
Downloading Existing VHMS Setting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-19
Confirmation of Downloaded Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-20
Disconnecting the PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-20
Reporting to Komatsu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-20
REPLACING THE VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-22
Prior to Removing VHMS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-22
Confirming and Saving VHMS Controller Settings (Versions older than 3.5.2.1) . . . . . . . . D30-22
Loading Saved VHMS Settings To New VHMS Controller (Versions older than 3.5.2.1) . . D30-26
Confirming and Saving VHMS Controller Settings (Version 3.5.2.1 or newer) . . . . . . . . . . D30-28
Loading Saved VHMS Settings To New VHMS Controller (Version 3.5.2.1 or newer) . . . . D30-29
FINAL VHMS PROCEDURES-POST INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-30
Correct the Load Weight Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-32
D30003
VHMS
D30-1
NOTES
D30-2
VHMS
D30003
INITIALIZATION OF VHMS CONTROLLER
1. Confirm and record the machine information

specified in the table below.
Tools
Part Number
Description
799-608-3211
Software Disc
799-608-3220
Download Cable
Commercially
available
Laptop PC - Windows 98/2000, ME,

XP - terminal RS232C
Machine Information
Model name
Machine serial number
Current service meter hour
Engine serial number
Transmission serial number
Initial setting of the VHMS controller must be

done according to the following procedure.
VHMS initialization is necessary prior to new
truck operation, and before resuming truck
operation after a long period in storage.
VHMS controller serial number

ORBCOMM terminal serial number
2. Turn the key switch to the OFF position. Connect the download harness to the PCs RS232C
terminal and the other end to download connector HM6VA. Download connector HM6VA is
located behind the passenger seat or at the
ground level download box. Refer to Figures
30-1 and 30-2.
Machine data collected by the VHMS controller is

stored and managed on the WebCARE
database. In order to ensure smooth data
processing on WebCARE, consistency must be
maintained when setting the VHMS controller.
Inconsistencies in the settings cause WebCARE
data
loading
problems,
reducing
the
effectiveness and accuracy of VHMS data.
Therefore, it is important to perform the VHMS
setting procedures correctly.
Refer to the help manual that comes with the
download software for help with installing the
VHMS initialization program.
In the procedure, service menus on the monitor
panel are used. Thus, it is advisable to
understand how to use the machine monitor
panel on the electronic display panel (EDP).
The initial setting procedures cover the
ORBCOMM Specification. When using the
ORBCOMM Specification, use only the
procedures needed for the VHMS.
FIGURE 30-1. CAB DOWNLOAD PORT
During VHMS initialization, use the VHMS Initial

Setting Work Check Sheet located in this
chapter.
D30003
VHMS
D30-3
c. Verify that the ORBCOMM controller is capturing the communication satellite from the
VHMS controller. This check must be done
within 3 minutes after the VHMS is powered.
Observe the LEDs situated in the right side
of VHMS controller. Refer to the decimal
point on the right hand digit to verify that the
ORBCOMM controller has captured the
communication satellite. If the decimal point
blinks slowly, the ORBCOMM controller is
operating normally. Communication between
the terminals is normal. The terminals have
transmission data and have captured the
satellite.
FIGURE 30-2. GROUND LEVEL DOWNLOAD

PORT
3. Confirm VHMS controller operation and satellite

capture. Confirmation of capturing of the satellite is done for [ORBCOMM installation specification].
If the decimal point is not blinking slowly,

refer to the following list for status descriptions.
a. Turn the key switch ON.
OFF: The terminals cannot communicate

with the ORBCOMM terminal.
b. Check the 7-segment LED on the VHMS

controller. The VHMS controller is powered
with the accessory power supply. Accordingly, when the key switch is turned ON, the
7-segment LED must blink to display rotation
and then count up in hexadecimal notation. If
the LED operates in this way, the VHMS controller is operating normally.
D30-4
ON (steady): Communication between the

terminals is normal. The terminals have not
captured the satellite.
Quick blink: Communication between the terminals is normal. The terminals do not have
transmission data but have captured the satellite.
VHMS
D30003
4. Turn on the PC. Start up the VHMS initial setting tool by clicking on the VHMS icon.
7. Click [OK] to proceed to the setup screen.
Appearance of the setup screen of the VHMS setting tool depends its version.
When using a version older than 3.5.2.1 (CDROM), the setting procedures must conform to
those described in steps 8 thru 21.
When using Version 3.5.2.1 or newer, the procedures in steps 22 thru 31 must be used.
It is recommended to download the latest VHMS
version from WebCARE to update the currently
used version.
5. Enter the 10-digit service ID to [Service ID].
Service ID: 7826133000
6. Select [Data clear and Set up] from the [Select
Function] box.
D30003
VHMS
D30-5
NOTE: For Version 3.5.2.1 and newer, proceed to

step 22, all older versions proceed to the next step.
b. After correcting the information, press the

[OK] button.
Versions older than 3.5.2.1:

8. Open the [Machine Information] tab. [Data clear
and Set up] menu displays [Machine Information] tab first.
9. Check all data for correctness. The figure
shows the display of another model as an
example.
10. Select a [Variation Code] from Table 1.
12. When [Machine Information] information is not

appropriate, do the following:
a. Press the [Edit] button in the lower right side
of the [Machine Information] dialog box to
display the correction screen.
b. After correcting the information, press the
[OK] button.
11. To correct [Date/Time] information, do the following:

a. Press [Edit] in the lower right side of the
[Date/Time] box to display the correction
screen.
Table 1: VHMS Settings
VHMS Controller
Engine Model
Installed
SDA12V160
Installed
SSA16V159
D30-6
Model
Type
HD1500
-7
VHMS
Variation Code
T1
T2
Date/Time
Time Difference
(GMT)
Summertime
Set Properly
D30003
13. After the data in [Machine Information] has been

checked and corrected, press the [Apply] button
to finalize the setting. After the [Apply] button is
pressed, a message confirming the setting will
appear on the screen. Check the setting again,
and if the setting is correct, press the [OK] button.
a. ORBCOMM installation requires the settlement operation after [Communication Setting] is completed.
16. When modifying the setting of [SHORT FAULT

HISTRY], use the following procedure:
a. Select [SHORT FAULT HISTRY] from the
screen. Press the [Edit] button in the lower
left side of [File Transfer Setting] block to display the setup screen.
b. Correct the setting and, press the [OK] button.
During the initial setting, select [Occurrence]
from the [Timing] box and then set the function
to ON.
14. [Communication Setting] [ORBCOMM installation specification only]

a. This setting shall be implemented after the
request for station opening has been made
and station of ORBCOMM has been opened.
15. Open the [Communication Setting] tab. Check
the data and verify that it is correct.
D30003
VHMS
D30-7
17. When modifying the setting of [SHORT TREND

ANALYSIS], use the following procedure:
GCC Codes & Applicable Regions
a. Select [SHORT TREND ANALYSIS] from the

screen and then press the [Edit] button in the
lower left side of the [File Transfer Setting]
block to display the setup screen.
b. Correct the setting and, press the [OK] button.
During the initial setting, enter [20] to [SMR] and
then set the function to ON.
Code
Applicable Region
North and South America
120
Italy
121
Malaysia
122
Korea
130
Japan
19. After the data in [Communication Setting] has

been verified and corrected, press the [Apply]
button. After the [Apply] button is pressed, a
message confirming the setting will appear on
the screen. Check the settings again and, if correct, press the [OK] button.
18. When modifying the [Satellite Setting], use the

following procedure:
a. Press the [Edit] button in the [Satellite Setting] block to display the correction screen.
b. Set the GCC code to the region applied and
press the [OK] button.
D30-8
VHMS
D30003
20. After the data in [Machine Information] and

[Communication Setting] has been checked and
corrected, press the [Exit] button to end the
[VHMS initial setting tool].
NOTE: Version 3.5.2.1 or newer:

22. Select the [VHMS Setting] and then press the
[Next] button.
23. Select [Set up & All clear] and press the [Next]
button.
21. Fill in the necessary information on the ORBCOMM activation form later in this chapter.
Send by fax or by mail to Customer Support Gr.
Solution Division, Komatsu Ltd.
D30003
VHMS
D30-9
24. Confirm the machine information and, if correct,

press the [Next] button.
D30-10
25. Enter the correct date and time information.

Selecting DST advances the clock by an hour.
Thus, correction of the time is needed again.
Click the [Next] button when complete.
VHMS
D30003
26. Set the GCC code to the target region of application and, as setting is completed, press the
[Next] button.
27. If all of the displayed information is correct, click

the [Apply] button.
GCC Codes & Applicable Regions

Code
Applicable Region
North and South America
120
Italy
121
Malaysia
122
Korea
130
Japan
28. A screen message will ask whether or not a

copy of the data file is to be saved. If a copy of
the data is not necessary, select [NO].
D30003
VHMS
D30-11
29. After the setting is complete, press the [OK] button to end the program.
30. Turn the key switch to OFF. The LED display on

the VHMS controller should remain lit for several seconds before turning off.
31. Fill in the necessary information on the ORBCOMM activation form on the following page.
Send by fax or by mail to Customer Support Gr.
Solution Division, Komatsu Ltd.
NOTE: The ORBCOMM modem installed from the
factory on all new trucks may not be approved for
use in certain countries of the world. Local regulation
may prohibit the use of the ORBCOMM modem/
satellite communicator. Depending on local
regulation, you may need to either remove the
modem or disconnect it and remove the antenna.
Check with KAC service for assistance and preferred
action in your area.
The following is a list of "at risk" countries: China,
Russia, Serbia, Tanzania, Senegal, Zambia,
Botswana and Namibia.
D30-12
VHMS
D30003
D30003
VHMS
D30-13
Executing Quick PM
6. Press mode switch [] to start the snapshot.
Quick PM denotes the PM clinic done by using the

manual snapshot function on the machine monitor. It
stores 7 minutes and 30 seconds worth of data to the
VHMS controller.
After the snapshot is started, the upper column

starts displaying the elapsed time.
The [] in the leftmost position of the lower column is replaced with [*] for every 30 seconds.
When two or more [*] signs are displayed, the
rightmost one flashes.
3. Switch the machine monitor to service menu.
To stop the snapshot, press mode switch [].
1. Park the machine on level ground.
4. Display the manual snapshot function screen

from the menu screen of service mode.
5. Press mode switch []. [READY] will be displayed on the screen and the monitor will switch
to standby mode. The lower column displays 15
[] symbols.
D30-14
VHMS
D30003
7. After the snapshot has started, operate the

machine according to Table 2.
Verify that the engine coolant temperature and
the torque converter oil temperature are within
the operating range.
After the 10th [*] is displayed (5 minutes
elapsed from the start), [#] will be displayed for
11th through the 15th positions.
*: Indicates the data sampling interval is once
every 10 seconds.
#: Indicates the data sampling interval is once
every 1 second.
Table 2: Machine Operation For Snapshot

Measurement conditions
Start
Finish
0:00
2:00
2:00
3
4
5
Time
Engine Speed
AISS
switch
Shift
lever
Parking
brake
Retarder
Hoist
lever
120 sec Low idle (Low)
Auto
ON
ON
HOLD
3:00
60 sec
Low idle (Hi)
Auto
OFF
OFF
HOLD
3:00
4:00
60 sec
High idle (Stationary)
Auto
ON
ON
FLOAT
4:00
5:00
60 sec
Low idle (Hi)
Auto
ON
ON
HOLD
5:00
5:30
30 sec
High idle
Auto
ON
ON
HOLD
5:30
6:00
30 sec
Torque converter stall
Auto
OFF
ON
HOLD
6:00
6:30
30 sec
High idle
&
20 pumps of foot brake
Auto
ON
ON
HOLD
Remarks
(*1)
(*2, *3)
(*1) Press the brake pedal.

(*2) Monitor the torque converter oil temperature when stalling. DO NOT allow the oil to overheat. Stalling the torque converter
for 30 seconds is only a reference. If the oil temperature gauge reaches the top of the white range while the torque converter is
stalled, discontinue stalling. Allow the engine to idle, and return the shift lever to the N position.
(*3) Before moving the shift lever to the D position, return the engine speed to low idle.
D30003
VHMS
D30-15
8. After 7 minutes and 30 seconds have elapsed

from the start of the snapshot, the following
screen appears. The initial screen is then
restored in 5 seconds.
Data from the Quick PM is recorded only once. Thus,

if another Quick PM is repeated, the current data will
be overwritten with the last one. Ensure that all data
is downloaded from the completed Quick PM to the
PC. For the procedure, refer to Downloading Existing
VHMS Data later in this chapter for more information.
9. Read the Quick PM data by using the analysis
tool.
D30-16
VHMS
D30003
10. Apply a check mark to the Display graph value

at click position.
D30003
VHMS
D30-17
11. Clicking the graph shows, below the graph, the

X-axis value of respective measurement items.
(An example of a graph displayed Not an
actual one)
D30-18
VHMS
D30003
Downloading Existing VHMS Setting Data
3. When using the ground level download connector, move switch (2, FIGURE 30-4) to the ON
position. The green LED (3) will illuminate.
Before connecting or disconnecting the PC, turn

the key switch to the OFF position.
1. Use the download harness to connect the PC to

download connector (1, FIGURE 30-3) located
in the cab or download connector at the ground
level port.
2. When using the download connector in the cab,
move the key switch to the ON position.
FIGURE 30-4. GROUND LEVEL DOWNLOAD
PORT
4. Click on the VHMS icon to

start the VHMS analysis tool.
5. Enter [User Name] and [Password].
FIGURE 30-3. CAB DOWNLOAD PORT
D30003
VHMS
D30-19
Disconnecting the PC
6. Using the [Download] function, download the

data currently recorded in VHMS to the PC.
Verify that the download is complete and proceed to the next step.
1. Turn the key switch to the OFF position.
Before connecting or disconnecting the PC, turn

the key switch to the OFF position.
2. End all applications on the PC and turn off the
power.
3. Disconnect the harness from the download connector and the PC.
Confirmation of Downloaded Data
1. Confirm the setting data using the [View] function.
Reporting to Komatsu
a. Ensure that the [MFA0] code, which was

used in the quick snapshot, is indicated in
[Fault History].
Complete and send the VHMS/WebCARE report to

the VHMS/WebCARE Support Center at Komatsu
Headquarters.
b. Verify that the snapshot data was recorded.
This report is for satellite communications to occur.

In this case, send VHMS data via Notes (LAN) or
E-mail (WAN).
Komatsu VHMS/WebCARE Support Center
2-3-6, Akasaka Minato-Ku Tokyo, Japan

FAX: 81-3-5561-4766 (from outside of Japan)
FAX: 03-5561-4766 (Domestic user)
E-mail: webcare@komatsu.co.jp
2. When finished, close out of the [VHMS analysis

tool].
D30-20
VHMS
D30003
D30003
VHMS
D30-21
REPLACING THE VHMS CONTROLLER
Confirming and Saving VHMS Controller Settings

(Versions older than 3.5.2.1)
When it is required to replace a VHMS controller, the

new VHMS controller must be setup before and after
the installation according to the following procedure.
1. Before removing the VHMS controller, connect

the PC to the existing VHMS controller and start
the VHMS initial setting tool. Refer to VHMS
Controller Initial Setting Procedure for this operation.
Machine data collected by the VHMS controller are

stored and managed on the WebCARE database. In
order to ensure smooth data processing on WebCARE, consistency must be maintained when setting
the VHMS controller. Inconsistencies in the settings
cause WebCARE data loading problems, reducing
the effectiveness and accuracy of VHMS data.
Therefore, it is important to perform the VHMS setting procedures correctly.
2. Select [Save/Load] and press the [OK] button.

The VHMS setting information is saved from the
old VHMS controller to the PC. The saved information is loaded to the new VHMS controller
after installation.
Check each step of the setting work referencing the

"VHMS Initial Setting Work Check Sheet".
Information such as models shown in the figures may
not be identical with actual ones.
Prior to Removing VHMS Controller
1. Download the remaining data from the existing
VHMS controller as explained earlier in this
chapter.
a. This work is done inside the cab (from PC).
b. Using the [Download] function, download the
currently recorded and remaining data from
the existing VHMS controller to the PC.
c. Refer to Downloading VHMS Data earlier in
this chapter for more information.
3. Confirm that all information is correct before

removing the old VHMS controller.
D30-22
VHMS
D30003
4. Select [File] and then [Save] from the menu.
5. Confirm the information and then press the [OK]

button to save the information.
6. Select [File] and then [Exit] from the menu to

end the VHMS setting tool.
7. Disconnect the PC.
8. Refer to Disconnecting the PC earlier in this
9. Turn the PC power off.
10. Proceed to Loading Saved VHMS Settings To
New VHMS Settings (Versions older than
3.5.2.1).
D30003
VHMS
D30-23
[For storage]
VHMS Initial Setting Work Check Sheet
Date of setting:
DB/branch
office name
Data entered by:
Setup step
Check item
Result
Model name
Serial No.
Confirmation of machine body and
1
component nameplates
Engine serial No.

Transmission controller serial No.
VHMS controller serial No.
Connection between PC and VHMS

controller
Is the connection secure?
yes
no
VHMS controller check for normal

operation
Is it operating normally?
(Displays counting in ascending-order succeeding to
rotation)
yes
no
Is "Data Clear and Set up" selected for the setting tool
mode?
yes
no
Is model name identical with machine body?
yes
no
4 Starting of VHMS initial setting tool
Initial setting of VHMS controller
Is machine body serial No. correctly entered?
yes
no
(Setting of machine body informa5 tion)

In this step, basic machine body
information are set on VHMS controller
Is engine serial No. correctly entered?
yes
no
Is today's date entered?
yes
no
Is current time entered?
yes
no
Is SMR correctly entered?
yes
no
6 Saving of settings
Is LED (7-segment) turned off?
yes
no
7 Confirmation of VHMS function
Is LED operation normal?
yes
no
8 Execution of Quick PM
Is service mode "SNAPSHOT" turned on and is the

switch hit?
yes
no
9 Data storing operation on VHMS
yes
no
10 Download
Is LED operation normal?
yes
no
Are all files downloaded?
yes
no
The time downloaded (Reference wrist watch)
Hour, minute:
11 Confirmation of download data
12 Data storing operation on VHMS
D30-24
[Confirmation of data]
Is [MFA0] error present in Fault History?
yes
no
Are SMR and time in Fault History consistent with settings?
yes
no
Is any data missing from Snapshot?
yes
no
yes
no
VHMS
D30003
[For storage]
ORBCOMM Station Opening Work
Check Sheet
Date of setting:
DB/branch
office name
Data entered by:
Setup step
Check item
Result
Model name
Serial No.
1
Confirmation of machine body and

component nameplates
Engine serial No.

Transmission serial No.
VHMS controller serial No.
ORBCOMM terminal serial No.
Connection between PC and VHMS

controller
Is the connection secure?
yes
no
VHMS controller check for normal

operation
Is it operating normally?
(Displays counting in ascending-order succeeding to
rotation)
yes
no
Is "Set up" selected for the setting tool mode?
yes
no
On
Off
On
Off
On
Off
4 Starting of VHMS initial setting tool
Entry of setting to S.Fault History

Initial setting of VHMS controller
1. Setting of communication
(Setting of machine body information and PLM are completed)
Presence/absence of communication
Number of cases (Default is 8 cases)
Entry of setting of S.Trend Analysis setting
Interval (Default is 20H)
Entry of setting of S.Payload data

Tabulation start time
Interval of tabulation (in days)
2. Setting for start of communication
6 Saving of settings
7
ORBCOMM controller performance

check
D30003
day
Is GCC code set? (130 for Japan)
yes
no
Is LED (7-segment) turned off after data were stored?
yes
no
How is decimal point display in VHMS monitor

(7-segment)?
(OFF, ON, long/short flashing)
yes
no
VHMS
D30-25
Loading Saved VHMS Settings To New VHMS

Controller (Versions older than 3.5.2.1)
1. Connect the PC again and start the VHMS initial setting tool. Refer to VHMS Controller Initial
Setting Procedure for this operation.
2. Select [Save/Load] and press the [OK] button.
5. Display the saved information on another

screen.
6. Press the [Edit] button and adjust the time.
3. Select [File] and then [Load] from the menu.
4. Currently saved information will be displayed.

Press the [OK] button.
D30-26
VHMS
D30003
7. After adjusting the time, press the [OK] button.
8. Press the [Apply] button to display contents of

the setting. Check the setting again and, if it is
correct, press the [OK] button.
9. The confirmation screen will ask whether or not

the data before the above setup is to be saved.
Press the [NO] button. It is not necessary to
save the data before the setting.
D30003
VHMS
D30-27
10. The setup result is displayed. Confirm the contents and press the [Close] button.
2. Select [When VHMS needs to be replaced] and


end the VHMS initial setting tool.
3. Select [Save current setting before replacement

of VHMS controller] and press the [Next] button.
The VHMS setting information is saved from the
old VHMS controller to the PC. The saved information is loaded to the new VHMS controller
after installation.
Confirming and Saving VHMS Controller Settings

(Version 3.5.2.1 or newer)
1. Before removing the VHMS controller, connect
the PC to the existing VHMS controller and start
the VHMS initial setting tool. Refer to VHMS
Controller Initial Setting Procedure for this operation.
D30-28
VHMS
D30003
4. Confirm that all information is correct before

removing the old VHMS controller. If all the
information is correct, press the [Save] button.
2. Select [When VHMS needs to be replaced] and


end the VHMS initial setting tool.
3. Select [Use previous setting after replacement

of VHMS controller] and press the [Next] button.
6. Disconnect the PC.

7. Refer to Disconnecting the PC earlier in this
chapter if necessary.
8. Turn the PC power off.
9. Proceed to Loading Saved VHMS Settings To
New VHMS Controller (Version 3.5.2.1 or
newer).
Loading Saved VHMS Settings To New VHMS
Controller (Version 3.5.2.1 or newer)
1. Connect the PC again and start the VHMS initial setting tool. Refer to VHMS Controller Initial
Setting Procedure for this operation.
D30003
VHMS
D30-29
4. Currently saved information will be displayed.

Press the [Next] button.
7. The above completes modification of the setting. Press the [OK] button to end the VHMS initial setting tool.
5. Adjust the time and press the [Apply] button.
FINAL VHMS PROCEDURES-POST

INSTALLATION
1. Execute the Quick PM. Refer to Executing
Quick PM earlier in this chapter for more information.
2. Download the VHMS data. Refer to Downloading VHMS Data earlier in this chapter for more
information.
3. After replacing the VHMS controller, send the
VHMS/WebCARE setting report sheet to
VHMS/WebCARE Support Center at Komatsu
Headquarters.
4. You will also need to send two sets of data, the
downloaded before and after the VHMS
replacement, via Notes (LAN) or E-mail (WAN).
6. The confirmation screen will ask whether or not
the data before the above setup is to be saved.
Press the [NO] button. It is not necessary to
save the data before the setting.
Komatsu VHMS/WebCARE Support Center
2-3-6, Akasaka Minato-Ku Tokyo, Japan

FAX: 81-3-5561-4766 (from outside of Japan)
FAX: 03-5561-4766 (Domestic user)
E-mail: webcare@komatsu.co.jp
D30-30
VHMS
D30003
SETTING PAYLOAD METER USING VHMS
D30003
VHMS
D30-31
Set various items of the payload meter (PLM) with

the machine monitor.
Correct the Load Weight Calculation

Ensure that the weight measurements of the
empty machine and of the fully loaded machine
are done as a set in order according to the
following procedure.
1. Selection of service menu

While the service menu selection screen is displayed, select the PLM setting function (PLM).
The machine must travel for about 3 minutes

each after its empty weight and its fully loaded
weight are measured.
The relationship between the suspension
pressure and load weight corrected with this
function cannot be returned to the condition at
the time of shipment. Accordingly, perform the
following procedure very carefully.
1. Measure the weight of the empty machine with
the load meter and record it (Write it on a sheet
of paper, etc.)
2. Enter the measured weight of the empty
machine and drive the machine for about 3 minutes (at a speed higher than 8 km/h (5 mph)) to
settle the relationship between the weight of the
machine and the suspension pressure under
that weight.
2. Setting of travel distance to recognize completion of loading

Enter a travel distance to recognize completion
of loading by pressing the following buttons.
The setting range is 0 255 m (0.0 0.158
mile).
[ > ] : The number at the cursor increases in
value
[ < ] : The number at the cursor decreases in
value
[] : Accept the number at the cursor and go
to the next step
[ ] : Stop editing number
If the set value is too small, the system may recognize that loading is completed while the
machine is still being loaded.
D30-32
VHMS
D30003
5. Enter the measured weight of the empty

machine.
3. Select "EMPTY WEIGHT".
[>], [<] : Select "EMPTY WEIGHT" or "LOADED

WEIGHT"
[] : Accept the selection and go to the next
step
[>] : The number at the cursor increases in

value
[] : Return to the previous screen
[<] : The number at the cursor decreases in

value
If the weight of the empty machine has been

entered and the machine has been driven for
about 3 minutes, "LOADED WEIGHT" is displayed when the menu is selected.
[] : Accept the number at the cursor and go to

the next step
(METRIC): metric ton
[] : Return to the highest numerical placeholder to enter the value again. If this button is
pressed again, the editing data process data is
stopped and the previous screen appears.
(SHORT): short ton
Input range
Confirm the unit of measurement. It is indicated

in the ( ) on the right side of WEIGHT.
HD1500-7:
4. Confirm that the weight of the empty machine

has been measured correctly.
105.3 [t] (Empty weight 13%)

(metric ton)
[] : Accept the weight measurement and go

to the next step
D30003
VHMS
D30-33
6. Confirm the displayed weight.
8. Display the progress of the measurement.
[ > ] : Select "YES" if the displayed weight is correct
[] : Stop the measurement and return to the

previous screen
[ < ] : Select "NO" if the displayed weight is incorrect.
As the measurement is executed, the number of

"*" increases. When the measurement is finished, the next screen appears automatically.
[] : Accept the displayed weight and go to the

next step
9. Load the machine to measure its fully loaded

weight.
7. Move the machine to a place where you can

drive it for about 3 minutes.
[] : Return to the menu screen

When the loading has started, the menu screen
appears automatically. When indicating the current load for reference while the machine is
being loaded, go out of "Service mode 1" temporarily and return to "Display of load weight/
integrated odometer". On this screen, you can
check the current load.
[] : When ready to operate the machine, press

this button and start driving
[] : Return to the weight editing screen
Drive the machine for about 3 minutes (at a
speed higher than 8 km/h (5 mph)) to settle the
relationship between the weight of the machine
and the suspension pressure under that weight.
D30-34
VHMS
D30003
12. Confirm that the weight of the fully loaded

machine has been measured correctly.
10. Measure the weight of the fully loaded machine

with the load meter and record it (Write it on a
sheet of paper, etc.)
11. Enter the measured weight of the fully loaded
machine and drive the machine for about 3 minutes.
a. Select "LOADED WEIGHT".
[] : Confirm that the measurement has been

completed and go to the next step
[>], [<] : Select "EMPTY WEIGHT" or "LOADED

WEIGHT"
[] : Accept the selection and go to the next
step
If the weight of the empty machine has been
entered and the machine has been driven for
about 3 minutes, "LOADED WEIGHT" is displayed when the menu is selected.
Confirm the unit of measurement. It is shown in
the ( ) on the right side of WEIGHT.
(SHORT): short ton
D30003
VHMS
D30-35
14. Confirm the displayed weight.
13. Enter the measured weight of the fully loaded

machine.

value
[ < ] : Select "YES" if the displayed weight is correct

value
[ > ] : Select "NO" if the displayed weight is incorrect.

the next step
[] : Accept the displayed weight and go to the

next step
[] : Return to the largest position of the number to input the value again. If this button is
pressed again, editing of the weight is stopped
and the previous screen appears.
15. Move the machine to a place where you can

drive it for about 3 minutes.
Input range
HD1500-7:
A1 (A1 0.25) (metric ton)
However,
A1 = {105.3 [t] (Empty weight)
+ 144.1 [t] (Load capacity)}
HD1500-7:
A2 (A2 0.25) (metric ton)
However,
A2 = {105.3 [t] (Empty weight)
[] : When ready to operate the machine, press

this button and start driving
+ 144.1 [t] (Load capacity)}
[] : Return to the weight editing screen

Drive the machine for about 3 minutes (at a
speed higher than 8 km/h (5 mph)) to settle the
relationship between the weight of the machine
and the suspension pressure under that weight.
D30-36
VHMS
D30003
18. Correct the level of the inclinometer.
16. Display the progress of the measurement.
a. Drive the machine to a level area.

b. Enter the inclinometer reading (F) at the current position and (R) after turning the
machine 180 degrees (stopping it in the
opposite direction) on the same position and
use the average value as the standard level.
c. Enter the value of (F).
[] : Stop the measurement and return to the

previous screen
As the measurement is executed, the number of
"*" increases. When the measurement is finished, the next screen appears automatically.
17. Dump the load in the dump area.
[] : Accept the blinking value

If the load is dumped with the dump lever, the
menu screen appears automatically.
If the load is dumped normally, correction is finished.
D30003
VHMS
D30-37
The current standard level value is displayed on

the upper line. The inclinometer value (F) at the
current position blinks. Enter it when it is stabilized.
a. Enter the standard level value.
a. Turn the machine 180 degrees (Stop it in the

opposite direction).
b. Enter the value of (R).
[ < ] : Select "YES" if correct

[ > ] : Select "NO" if incorrect
[] : Accept selection and go to the next step
19. Set the maximum travel speed.

Enter a travel distance to recognize completion
of loading by pressing the following buttons.
The setting range is 0 255 m (0.0 0.158
mile).
value
value
Enter the maximum travel speed by pressing

the following buttons.

value
The current standard level value is displayed on

the upper line. The inclinometer value at the
current position blinks. Enter it when it has stabilized.

value
[] : Accept the number at the cursor
[ ] : Stop editing data
The setting range is 0 99 km/h (0 62 mph).
(Default: 99 km/h (62 mph))
D30-38
VHMS
D30003
21. Set the indication range of the outside indicator

lamps
20. Set the load weight to recognize start of loading
Enter a load weight to recognize start of loading

by pressing the following buttons.
Enter the indication range of the outside indicator lamps by pressing the following buttons.

value
[ > ] : The number at cursor increases in value

value
[ < ] : The number at cursor decreases in value

the next step

the next step
% The setting range is 0 - 130% of the rated

load weight.
The setting range is 6 25.5% of the rated load

weight.
Set A (Yellow lamp) higher than G (Green lamp)

and set R (Red lamp) higher than A (Yellow
lamp), however.
(Default: 15%)
This function does not ensure the operation
because of the contrary phenomena shown
below.
If the load weight value is not entered correctly,
the start of loading data will be inaccurate.
If the value is increased and a loader having a
small-capacity bucket is used, the forecast
function of the outside indicator lamps and the
MMS communication may not operate normally.
D30003
VHMS
D30-39
22. Set the offset range.
Enter an offset range by pressing the following

buttons.
value
value
[] : Accept the number at cursor
The setting range is -5.0 +5.0 [t].
Check the unit of the input value by the previous
menu screen.
The unit is indicated in the ( ) on the right side of
the input value [t].
(SHORT): short ton
D30-40
VHMS
D30003
SECTION D31
VEHICLE HEALTH MONITORING SYSTEM (VHMS)
INDEX
VEHICLE HEALTH MONITORING SYSTEM (VHMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-3

VHMS DOWNLOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-4
PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-5
NORMAL OPERATION DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-6
EXTERNAL DISPLAY LAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-7
PREDICTED LOAD DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-7
CALIBRATING PLM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-8
DATA STORED IN PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-9
PLM DOWNLOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-10
Downloading From Inside Of The Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-10
Downloading From Ground Level Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-10
SETTING THE MACHINE ID AND OPEN ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-11
PAYLOAD - CYCLE DATA ITEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-12
ADDITIONAL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-12
Other Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-12
D31003 10/11
VHMS
D31-1
NOTES
D31-2
VHMS
10/11 D31003
VEHICLE HEALTH MONITORING SYSTEM (VHMS)

The VHMS system is a machine management system. The VHMS controller gathers machine data sent
from the other controllers and sensors installed on
the machine. The data stored in the VHMS controller
is sent via personal computer or sent automatically
through a communications satellite (optional) to
Komatsu. The data is compiled in the Komatsu computer server and analyzed.
The VHMS system uses wireless components

that transmit via radio waves. It is necessary to
conform to local laws when using this system.
Based on the machine data, your Komatsu distributor

will provide information aimed at reducing machine
repair costs and downtime.
Proper operation of the system is dependent on

good reception. Operating in tunnels, mountain
ranges and covered areas may prevent communication of the system.
NOTE: A contract is necessary before the VHMS

system can be used. Contact your Komatsu
distributor for more information.
Contact your Komatsu distributor before selling

or exporting a truck equipped with VHMS. It may
be necessary to remove the system before transfer of ownership.
Contact your Komatsu distributor before installing equipment that may interfere with the VHMS
system.
DO NOT disassemble, repair, or modify the VHMS

system without proper authorization. Changes to
the system may cause machine failures and fire.
Komatsu is not responsible for any failures that

result from neglecting VHMS system precautions
and instructions.
DO NOT touch VHMS system components during

machine operation.
DO NOT pull on VHMS system wiring harnesses,
connectors, or sensors. This may cause short
circuits or open circuits and lead to machine failure or fire.
Orbcomm is a two-way radio communication

device. Wireless signals from the system can
interfere with other wireless signals in the area.
This interference can cause a malfunction in a
blast zone resulting in an unintended detonation.
Know the locations of blast zones in the area and
keep a safe distance to avoid unintentional
blasts. If the machine is operating within a distance of 12m (40 ft) of a blast zone, disconnect
the Orbcomm harness. Failure to do so could
result in serious injury or death.
DO NOT allow water, dirt, or oil onto system components.

The Orbcomm satellite requires the installation of
a pole and antenna, adding to the overall height
of the machine. The height increase is 410 mm
(16.2 in.). With the guard installed, the overall
height increases another 260 mm (10.2 in.). Use
caution when operating in areas with height
restrictions.
This warning does not supersede requirements

or regulations of the area or country where this
machine is in operation. The following specifications are provided to ensure compliance with all
of the applicable requirements or regulations:
Anyone with a pacemaker must remain a minimum of 22 cm (9 in.) from the communications
antenna. Radio waves from the antenna can
interfere with pacemaker operation.
D31003 10/11
Transmit power: 5-10 Watts

Operating Frequency Range: 148 - 150 MHz
VHMS
D31-3
NOTE: The ORBCOMM modem installed from the

factory on all new trucks may not be approved for
use in certain countries of the world. Local regulation
may prohibit the use of the ORBCOMM modem/
satellite communicator. Depending on local
regulation, you may need to either remove the
modem or disconnect it and remove the antenna.
Check with KAC service for assistance and preferred
action in your area.
The following is a list of "at risk" countries: China,
Russia, Serbia, Tanzania, Senegal, Zambia,
Botswana and Namibia.
VHMS DOWNLOADING
Downloading from inside the cab:
1. Turn the key switch to the ON position.
2. Connect the PLM download cable to PLM connector (1). Connect the other end of the cable to
the RS232C port of the personal computer. If
necessary, use a USB adapter to connect.
Refer to Other Settings later in this chapter.
3. Download the data.
Downloading from the ground level download box:

2. Open the download box on the LH bumper.
3. Move switch (2) inside the box to the ON position. When display lamp (3) illuminates, the system is ready to download.
4. After completion of downloading, return switch
(2) to the OFF position.
D31-4
VHMS
10/11 D31003
PAYLOAD METER
The payload meter interprets machine data to calculate payload. The system uses the following inputs:
suspension pressure sensors, inclinometer, body up
switch, transmission shift lever, and speed sensors.
The microcomputer built into the controller uses the
inputs to calculate the payload. The calculated payload is displayed on the character display on the
Electronic Display Panel (EDP). The external display
lamps also display the payload conditions.
Download connector inside cab
Data stored in the payload meter can be downloaded

to a laptop computer using special software.
To ensure payload accuracy, set the shift lever to N,
apply the brake lock, and release the retarder before
dumping. Allow the machine to stabilize before
dumping. If the machine is abruptly stopped at the
dumping point, it will take a few moments for the payload display to stabilize. Dump on flat ground.
When downloading, remove the connected cable.
After the download is complete, restore the cable to
its original position. If the cable is not put back into
place, download from the ground level box cannot be
done.
Payload display
Download connector outside cab
External display lamps
D31003 10/11
VHMS
D31-5
NORMAL OPERATION DISPLAY

Machine condition
Machine monitor display
External display lamps
When starting switch is ON
---
Illuminates for 30 seconds
Stopped (*1)
Standard display (*2)
OFF
Traveling
Standard display
OFF
When empty
During loading
When loaded
When dumping
Stopped
Payload display (*3)
Payload display
Traveling
Standard display
OFF
Stopped
Payload display
Payload display
Traveling
Standard display
OFF
Stopped
Payload display standard display
Payload display OFF
Traveling
Standard display
OFF
(*1) Stopped = shift lever is in the N position and the travel speed signal is 0.
(*2) For details of the standard display on the machine monitor, refer to Section D15, Machine Monitor.
(*3) The machine starts off empty and is being loaded. It is necessary to wait for the load to go above approximately 15% of the
rated payload and for the change in the load to stabilize when the machine is stopped.
Example of payload display
When the machine is stopped during loading, the

service meter will not be displayed on the character
display.
If it is desired to display the service meter, keep the
machine monitor inspection switch pressed. The software version and service meter will be displayed in
turn on the bottom line of the character display.
Example of payload display when error occurs
The payload at the loading point may differ slightly

from the display at the dumping point. This is caused
by the effect of the friction in the suspension, and is
normal. Slight differences in payload from point to
point do not indicate any failure in the payload meter.
If an error occurs in the suspension pressure sensors

or in the inclinometer sensor, it becomes impossible
to calculate the payload. The display will show [-----].
D31-6
VHMS
10/11 D31003
EXTERNAL DISPLAY LAMPS

The external lamps display the payload as follows.
When the machine is loaded in this manner, the
external display lamps illuminate as shown in the
table below.
Number
Of Loads
Lamp Color
Payload - Metric Tons
Green
68 & up
Yellow
122 & up
Red
143 & up
1st
Bucket
2nd
Bucket
The actual load

is 74 tons, so
none of the
lamps illuminate.
The predicted
load is 111 tons,
so the green
lamp flashes.
3rd
Bucket
The actual load

is 111 tons, so
the green lamp
illuminates.
The predicted
load is 148 tons,
so the yellow
lamp flashes.
If the red lamp illuminates, the machine is overloaded. DO NOT haul a load with the red lamp on.
Use the predicted load display to prevent overloading. Refer to Predicted Load Display.
PREDICTED LOAD DISPLAY

When the load changes as each bucket is loaded,
the system estimates the total payload and flashes
the appropriate lamp to prevent overloading.
4th
Bucket
Expected number of bucket loads . . . . . . . . . . . . . . 4

1st bucket . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 tons
2nd bucket . . . . . . . . . . . . . . . 37 tons (total: 74 tons)
3rd bucket . . . . . . . . . . . . . . 37 tons (total: 111 tons)
Explanation
The actual load
is 37 tons, so
none of the
lamps illuminate.
The predicted
load is 74 tons,
so none of the
lamps flash.
The green light signifies that additional loading is

acceptable. The yellow light warns the operators that
the load limit is approaching. The red light indicates
an overload.
The predicted load display and actual payload display are shown at the same time.
Example:
Indicator Lights
The actual load

is 148 tons, so
the green and
yellow lamps
illuminate.
The predicted
load is 185 tons,
so the red lamp
flashes.
4th bucket . . . . . . . . . . . . . . 37 tons (total: 148 tons)
D31003 10/11
VHMS
D31-7
CALIBRATING PLM
Perform calibrations when:
the machine is received
3. With the service meter/odometer value displayed on character display (3), press the ()
portion of mode select switch (1) to switch to the
operation information display.
once every month

when the suspension cylinder oil or nitrogen
charge has been adjusted
when a suspension pressure sensor has been
replaced
4. Press the (>) portion of mode select switch (2)

until the PLM display is reached.
when the machine has been modified and the

Empty Vehicle Weight (EVW) has changed more
than 100 kg (221 lb)
5. Press the () portion of mode select switch (1)

to display CALIBRATION. Then, press the ()
again. The CALIBRATION display will flash.
Empty the body before calibration. Lower the

body completely onto the frame. Place the hoist
control in the FLOAT position.
Ensure no existing fault codes are present before
calibration.
During calibration, operate the truck on a flat
road surface. Travel in a straight line and maintain a speed of 10 km/h (6 mph).
6. Drive the machine at a speed of 10 km/h (6

mph). When the travel speed becomes stable,
press the () portion of mode select switch (1)
to display CALIBRATION. The CALIBRATION
display will flash two or three times, and then
the display will change to the following.
NOTE: To cancel, press the () portion of mode

select switch (1). The display will return to the service
meter/odometer.
1. Operate the machine.

2. With the engine on, move the shift lever to the N
position and stop the engine.
D31-8
VHMS
10/11 D31003
7. Continue traveling at a speed of 10 km/h (6

mph). After approximately 30 seconds, the calibration should be completed and the display will
change back to PLM.
DATA STORED IN PAYLOAD METER

The payload meter interprets the period from one
dump to the next dump as one cycle and records that
data.
Cycle Data Items
Date
(month/day)
Time of travel - empty
Time remaining stationary

when loading

when loaded
Time of dump
Distance traveled - empty
Time of travel - loaded
Time taken to dump
Machine ID
Travel speed - empty

(maximum)
Distance traveled - loaded
Speed limit
Open ID
Travel speed - empty

(average)
Travel speed - loaded

(maximum)
Warning items for each cycle
Payload

when empty
Travel speed - loaded

(average)
The maximum limit for stored cycle data is 2900

cycles. When 2900 cycles is exceeded, the old data
is overwritten.
Download the recorded data using the RS232C port
on a personal computer with PLM software installed.
The downloaded data is saved in the specified location on the personal computer as a text file (CSV file).
For details, see the instruction manual for the software.
It is possible to check the downloaded data with a
commercially available spreadsheet software that
can read text files.
D31003 10/11
VHMS
D31-9
PLM DOWNLOADING
Download the recorded data to a laptop computer
that has the download software installed.
Downloading From Ground Level Box
Downloading From Inside Of The Cab
Before downloading from the ground level box,

turn the key switch to the OFF position. Check
the surrounding area and ensure it is safe.
2. Open the ground level download box. Use the
starting switch key to open and close the box.
1. Connect the PLM download cable to PLM connector (1). Connect the other end of the cable to
the RS232C port of the personal computer. If
necessary, use a USB adapter to connect.
Refer to Other Settings later in this chapter.
3. Turn on the computer and use the software to
download the data.
3. Turn switch (2) to the ON position. Display lamp

(3) will illuminate.
4. After completing the download, remove the

download cable.
4. Connect the PLM download cable to the PLM

connector. Connect the other end of the cable
to the RS232C port on the computer. If necessary, use a USB adapter to connect. Refer to
Other Settings later in this chapter.
5. Turn on the computer and use the download
software to download the data.
6. After completing the download, return the
switch inside the box to the OFF position. Close
the box.
D31-10
VHMS
10/11 D31003
SETTING THE MACHINE ID AND OPEN ID

It is possible to change the machine ID (identification) and open ID. These pieces of data are cycle
data items. When changing the machine serial number for the machine ID or the operator or type of load
for the open ID, set the value specified by the customer beforehand. This will make it possible to check
the operator and type of load for the applicable cycle
afterwards.
5. Press the () portion of mode select switch 1.
1. Start at the service meter/odometer display, and

press the () portion of mode select switch 1 to
switch to the operation information display.
The available settings range from 0 to 200;
input in order from the first digit. The place for
insertion is marked by the cursor. Press the (<)
or (>) to select 0 to 9. After inputting the value,
press the () portion of mode select switch 1.
The cursor will move to the next position.
Repeat this procedure to input the values for all
the digits. Confirm the settings and return to the
previous screen.
2. Press the (>) portion of mode select switch 2

until the PLM display is reached.
If the () portion of mode select switch 1 is

pressed while inputting any value, the value will
stay as it is and the cursor will move to the first
digit. If any mistake is made in the input, input
again from the first digit.
To abandon the input step, press the () portion
of mode select switch 1 to return to the previous
screen.
6. When setting the open ID, press the (>) portion
of mode select switch 2 (at Step 4).
3. Press the () portion of mode select switch 1 to

display CALIBRATION.
4. Press the (>) portion of mode select switch 2.
ID1 corresponds to the machine ID. The present setting is displayed on the bottom line.
The procedure for setting ID2 is the same as for

ID1 (machine ID).
Press the () portion of mode select switch 1
several times until the service meter/odometer
id displayed.
D31003 10/11
VHMS
D31-11
PAYLOAD - CYCLE DATA ITEM

The payload measurements, which are recorded as
data, apply to the haul payload in the applicable
cycle.
Confirming recorded payload:

Use this function to change how a haul payload is
confirmed.
The following two methods can be used for confirming the haul payload.
1. At the dumping point, record the payload when

the dump lever is moved from FLOAT to any
position other than FLOAT.
1. At the dumping point, record the payload when

the dump lever is moved from FLOAT to any
position other than FLOAT.
2. Process the data sampled when traveling from

the loading point to the dumping point, then
confirm and record the payload when dumping.
2. Process the data sampled when traveling from

the loading point to the dumping point. Then
confirm and record the haul payload when
dumping.
Other Settings
When the machine is shipped from the factory,

method (1) is used.
If it is necessary to correct the data or time during

the download, please consult your Komatsu
distributor.
The method for processing and confirming the payload in method (2) is useful if the dumping point is at
an angle.
If the payload and external display lamp display

is different, or there is some error in the directory
where the data is downloaded by the software,
there may be an error in the machine setting.
Please consult your Komatsu distributor.
If it is necessary to change the method for confirming

the haul payload, consult your Komatsu distributor
for instructions.
For computers that dont have a RS232C port, it

may be possible to use a third party USBRS232C conversion adapter. However, this does
not guarantee the operation. In addition, the
download software supports COM1 and COM2,
so check which port it can be connected to.
ADDITIONAL FUNCTIONS
Additional functions are available, but for normal use,
there is no need to make any changes. If it is necessary to change these settings, please consult your
Komatsu distributor.
The payload meter has the function of

communicating with the external equipment
prepared by the customer. For details, please
check with your Komatsu distributor. However,
communications are carried out using the
RS232C port for downloading, so in this case, it
is impossible to download the data from the
inside or outside of the cab.
Travel distance:
Travel distance is used to recognize completion of
loading. The payload meter determines that the cycle
is complete when the machine has traveled 160 m
(525 ft) continuously from the loading point. If the
dumping point is within 160 m (525 ft) from the loading point, the system will not recognize that a dump
has occurred. Therefore, the cycle data will be
incomplete. In instances where the loading point and
the dumping point are extremely close, use this function to change the setting needed to recognize the
completion of a cycle.
D31-12
VHMS
10/11 D31003
SECTION F
TRANSMISSION / TORQUE CONVERTER
INDEX
TORQUE CONVERTER AND TRANSMISSION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-1
TORQUE CONVERTER AND TRANSMISSION (-40 C Cold Weather Trucks). . . . . . . . . . . . . . . . . . F2-1
TRANSMISSION OIL COOLER AND STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
DRIVE SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
TORQUE CONVERTER REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-1
TORQUE CONVERTER REBUILD (-40 C Cold Weather Trucks) . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-1
TRANSMISSION REBUILD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-1
F01015
Index
F1-1
NOTES
F1-2
Index
F01015
SECTION F2
TORQUE CONVERTER AND TRANSMISSION
INDEX
TORQUE CONVERTER AND TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
MAIN RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
TORQUE CONVERTER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
TORQUE CONVERTER REGULATOR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
LOCK-UP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Lock-up Clutch Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
TORQUE CONVERTER STALL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
LUBRICATION RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
TRANSMISSION CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
ELECTRONIC CONTROL MODULATION VALVE (ECMV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Pressure Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Flow Sensor Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ECMV and Proportional Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ECMV and Fill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ECMV Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
ECMV REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Filter Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
ECMV Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
F02021 10/11
Torque Converter & Transmission
F2-1
ECMV Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
TRANSMISSION FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
TRANSMISSION SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
TRANSMISSION OIL LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
TRANSMISSION OIL PRESSURE CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
TRANSMISSION AND TORQUE CONVERTER TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . 32
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
TRANSMISSION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
TRANSMISSION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
F2-2
10/11 F02021
TORQUE CONVERTER AND TRANSMISSION

Torqflow transmission (9, Figure 2-1) has seven forward speeds and one reverse speed. The transmission contains planetary gears and hydraulicallyactuated multiple-disc clutches. The transmission is
pressure lubricated for optimum heat dissipation.
Drive line adapter (2) containing rubber dampers,
couples the engine to the transmission and torque
converter. The adapter reduces harmful engine
shock and vibration to the transmission. A lock-up
system, consisting of a wet, triple-disc clutch, can be
actuated in all forward gears for higher fuel savings.
Operation of the transmission is controlled electronically through inputs from the operator such as range
selector position, accelerator, etc. Various sensors
that monitor speeds and operating conditions also
contribute to transmission control.
The transmission oil supply is filtered through washable strainers located in the transmission sump.
Remove and clean the strainers every 1000 hours of
operation.
External, replaceable transmission filter elements are
located at the front of the fuel tank. Replace the two
transmission filter elements at 500 hour intervals. If
the maintenance monitor indicates high restriction
regardless of interval, the filters must be replaced.
A control valve filter is located on top of the left side
of the transmission, next to the Electronic Control
Modulation Valves (ECMV). Replace this filter during
transmission rebuild.
Transmission maintenance intervals are outlined in
section P, Lubrication and Service.
FIGURE 2-1. POWERTRAIN

1. Engine
2. Driveline Adapter
3. Front Drive Shaft
4. Brake Cooling & Hoist Pump
5. Brake Cooling Pump
F02021 10/11
6. Steering & Brake Pump

7. Transmission Pump
8. Torque Converter
9. Transmission
10. Rear Drive Shaft
11. Parking Brake

12. Differential Gear
13. Drive Shaft
14. Brakes
15. Planetary Gears
F2-3
TORQUE CONVERTER
The torque converter is a three element, singlestage, two phase torque converter with lock-up
clutch.
Specifications are listed for the transmission and
torque converter components on the following
pages. It is assumed the specified oil type and
viscosity is being used, the oil level is correct,
and oil is at the normal operating temperature.
A water-to-oil type oil cooler is utilized to dissipate

heat from the oil supply.
Stall ratio:. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.99:1
FIGURE 2-2. TORQUE CONVERTER PUMP DRIVES
FIGURE 2-3. TORQUE CONVERTER

1. Front Housing
2. Rear Housing
F2-4
3. Torque Converter Control Valve

4. Torque Converter Regulator Valve
10/11 F02021

1. Rear Housing
2. One-Way Clutch
3. Front Housing
4. Disc
5. Plate
F02021 10/11
6. Stator
7. Coupling
8. Input Shaft
9. Turbine
10. Piston
11. Lock-Up Clutch Housing

12. Housing
13. Pump
14. Shaft
F2-5
MAIN RELIEF VALVE

Function
The main relief valve maintains the main hydraulic
pressure in the transmission control circuits. The
valve also controls the oil flow to the transmission
clutches.
Operation
The oil from the hydraulic pump enters port (C,
Figure 2-5), then passes through orifice (B) to chamber (A).
When hydraulic pressure in the circuit rises, the pressure in chamber (A) also rises. This pushes main
relief spool (1) to the left through the movement of
piston (2). The oil at port (C) passes through (D) to
chamber (E) and to the torque converter circuit.
Actuating Pressure
Engine @ 2100 rpm,
Oil Temperature @ 70 - 90 C (158 - 194 F)
. . . . . . . . . . . . . . . . . .4320 200 kPa (627 29 psi)
FIGURE 2-5. MAIN RELIEF VALVE

1. Main Relief Spool
2. Main Relief Valve

Piston
TORQUE CONVERTER RELIEF VALVE

Function
The torque converter relief valve protects the torque
converter oil circuit by preventing the oil pressure
from rising to an abnormally high pressure.
Operation
Oil from the main relief valve enters port (F, Figure 26) and then passes through orifice (H) to chamber
(G).
When the hydraulic pressure in the circuit rises, the
pressure in chamber (G) also rises. This pushes
torque converter relief spool (4) to the right through
the movement of piston (3). As a result, the oil at port
(F) flows to port (I) into the transmission lubrication
circuit.
Actuating Pressure
Engine @ 2100 rpm
. . . . . . . . . . . . . . . . . . .990 100 kPa (144 15 psi)
F2-6
FIGURE 2-6. TORQUE CONVERTER RELIEF

VALVE
3. Relief Valve Piston
4. Relief Valve Spool
10/11 F02021
FIGURE 2-7. MAIN RELIEF VALVE AND TORQUE CONVERTER RELIEF VALVE
1. Spring (Small)
2. Spring (Large)
3. Valve Body
5. Main Relief Valve Piston
6. Piston Spring
F02021 10/11
7. Torque Converter Relief Valve

Spring
9. Piston Spring
Piston
11. To Transmission Sump

13. To Transmission Control Valve
14. Torque Converter Inlet Test Port
15. To Torque Converter
16. Main Pressure Test Port
F2-7
TORQUE CONVERTER REGULATOR

VALVE
Torque converter regulator valve (Figure 2-8) is
installed in the output circuit of the torque converter.
The valve regulates the hydraulic pressure inside the
torque converter to 517 kPa (75 psi).
Operation
Oil from the torque converter flows from port (A,
Figure 2-9) to port (B). However, the hydraulic pressure at port (B) is lower than the tension of spring (1).
Therefore, spool (2) does not move.
When the hydraulic pressure at port (B, Figure 2-10)
becomes higher than the tension of spring (1), it
pushes spool (2) in the direction of the arrow. The oil
at port (A) then flows to port (C).
FIGURE 2-9. BELOW REGULATED PRESSURE

1. Spring
A: Inlet From Torque
2. Spool
Converter
B: Chamber
C: Outlet to Oil Cooler
Actuating Pressure
Engine @ 2100 rpm
. . . . . . . . . . . . . . . . . . . .550 100 kPa (80 15 psi)
FIGURE 2-10. REGULATED PRESSURE

1. Spring
2. Spool
Converter
B: Chamber

REGULATOR VALVE
1. Valve Body
2. Spring
3. Spool
F2-8
4. Pressure Tap
5. Inlet From Torque
Converter
10/11 F02021
LOCK-UP CLUTCH
The lock-up clutch is located in the torque converter.
Refer to Figure 2-4. The clutch is used to create a
direct mechanical connection from the engine to the
transmission. This direct drive connection helps minimize energy loss that occurs while the engine is
hydraulically connected to the transmission via the
torque converter.
The operation of the lock-up clutch utilizes an ECMV
identical to those used to actuate the transmission
range clutches. At the correct rpm, the transmission
controller will provide the signal for lock-up clutch
engagement. Through the use of this valve and two
pressure sensors, the pressure in the apply piston
chamber is maintained at the same pressure as the
internal torque converter pressure instead of dropping to zero pressure. This keeps the lock-up clutch
cavity filled with oil while waiting for the next lock-up
application. This method of lock-up clutch application
greatly reduces the shift shock felt when the lock-up
clutch is applied.
The pressure sensors monitor the inlet and outlet
pressures in the torque converter to actuate the
ECMV to control the pressure in the lock-up clutch
cavity. In addition, the input and output shaft speeds
are also monitored.
FIGURE 2-11. LOCK-UP CLUTCH ACCUMULATOR

1. Transmission
2. Lock-up Clutch
Accumulator
Lock-up Clutch Accumulator

Lock-up clutch accumulator (2, Figure 2-11) dampens normal system pressure pulsations in the lock-up
clutch hydraulic circuit.
F02021 10/11
F2-9
HYDRAULIC PUMP
Torque converter and transmission
Volume: . . . . . . . . 471 l/min (125 gpm) @ 2100 rpm
Pump Rotation . . . . . . . . . . . LH (Counterclockwise)
FIGURE 2-12. HYDRAULIC PUMP

1. Washer
2. Stud
3. Nut
4. Drive Gear
5. Seal
6. Snap Ring
F2-10
7. Plug
8. Flange
9. Body
10. Dowel Pin
11. O-Ring
12. O-Ring
13. Snap Ring

19. Backup Ring
14. Splined Coupling
20. O-Ring
15. O-Ring
21. Ring Retainer
16. Pressure Plate
17. Isolation Plate (Top)
18. Isolation Plate (Bottom)
10/11 F02021
TORQUE CONVERTER STALL CHECK

8. After the engine and transmission reach normal
operating temperature, the stall test can be performed.
The transmission oil temperature must not

exceed 120 C (248 F).
DO NOT stall the torque converter at full throttle
for more than 30 seconds at any one time.
Exceeding these limits may result in serious
damage to converter components.
Perform a torque converter stall check to ensure the
torque converter is working optimally.
Prior to performing a stall test, ensure that all systems such as exhaust piping, air intake piping, fuel
controls, and engine warning systems are all working
properly, and within specifications. Insufficient fuel or
restricted piping can also effect stall speed.
Move the shift selector lever to D. Fully apply

the service brakes or move the retard lever to
full ON to prevent machine movement. Slowly
accelerate the engine to full throttle for no more
than 30 seconds.
9. Check and record engine rpm with an accurate
tachometer or a remote electronic measuring
tachometer. Maximum engine rpm with the converter stalled is 1815 100 rpm.
10. If the stall rpm does not meet the listed requirements, refer to the following service guidelines.
Low rpm:
Transmission oil viscosity high due to low
temperature, wrong oil or bad oil
Engine power is not within specs
1. Install wheel chocks, and apply the parking

brake.
Faulty torque converter assembly or components
High rpm:
3. Apply and hold the service brakes fully to prevent movement of the machine.
Transmission oil viscosity is low due to high

temperature, wrong oil, bad oil, or lack of oil flow
4. Ensure the F1 start switch is in the OFF position.
5. Move the shift selector lever to D. Fully apply

than 30 seconds.
6. Move the shift lever to NEUTRAL and allow the

engine to idle for 30 seconds.
7. Repeat the previous two steps until the engine
and transmission are at normal operating temperature: engine 85 - 97 C (185 - 207 F),
transmission 70 - 90 C (158 - 194 F).
F02021 10/11
F2-11
TRANSMISSION
FIGURE 2-13. TRANSMISSION AND TORQUE CONVERTER

1. Torque Converter
2. Lubrication Pressure Tap
3. Transmission
F2-12
4. Transmission Control Valve

10/11 F02021
FIGURE 2-14. TRANSMISSION ASSEMBLY

1. Input Shaft
2. Hub
3. #1 Planetary Pinion Gear
4. Transmission Case
5. #3 Sun Gear
8. #4 Sun Gear
11. Rear Case
12. #5, #6 Planetary Carrier
13. #7 Clutch (3rd)
F02021 10/11
14. #5 Sun Gear

15. Output Shaft
16. #6 Sun Gear
17. Coupling
18. Intermediate Shaft
19. Case
20. Hub
22. #6 Ring Gear
23. #6 Clutch (Reverse)
24. #5 Ring Gear
25. #5 Clutch (1st)
26. #4 Planetary Carrier
27. #4 Ring Gear

28. #4 Clutch (2nd)
29. #3 Clutch (Low Clutch)
30. #3 Ring Gear
32. #2 Clutch (High Clutch)
34. #1 Ring Gear
35. #1 Clutch (Middle Clutch)
36. Hub
37. #1 Sun Gear
F2-13
LUBRICATION RELIEF VALVE

Function
Transmission lubrication relief valve (3, Figure 2-15)
is installed on the left side of transmission case (1).
This valve prevents abnormal pressure in the transmission lubrication circuit.
Operating Pressure
Engine @ 2100 rpm
. . . . . . . . . . . . . . . . . . . 304 100 kPa (44 15 psi)
Cracking Pressure: . . . . . . . . . . . . . 343 kPa (50 psi)
FIGURE 2-15. TRANSMISSION LUBRICATION RELIEF VALVE

2. Lubrication Pressure Test Port
3. Lubrication Relief Valve
4. Cover
5. O-Ring
6. Shim
F2-14
7. Spring Guide
8. Spring
9. Plate
10. Spool
11. Gasket
10/11 F02021
TRANSMISSION CONTROL VALVE
FIGURE 2-16. TRANSMISSION CONTROL VALVE

1. ECMV (for T/C lock-up clutch)
2. ECMV (for medium clutch)
3. ECMV (for high clutch)
4. ECMV (for low clutch)
5. ECMV (for 3rd clutch)
6. ECMV (for 2nd clutch)
7. ECMV (for 1st clutch)
8. ECMV (for reverse clutch)
9. Valve Oil Filter
10. Valve Seat
11. Breather
A. Lock-up Clutch Pressure Tap Port
B. Medium Clutch Pressure Tap Port
C. High Clutch Pressure Tap Port
D. Low Clutch Pressure Tap Port
E. 3rd Clutch Pressure Tap Port
F. 2nd Clutch Pressure Tap Port
G. 1st Clutch Pressure Tap Port
H. Reverse Clutch Pressure Tap Port
F02021 10/11
SPEED
RANGE
ECMV
R
1st 2nd 3rd
RATIO
L
5.600
F1
F2
F3
5.434
4.063
F4
F5
F7
2.415
F6
3.048
1.811
1.333
1.000
F2-15
FIGURE 2-17. HYDRAULIC CIRCUIT DIAGRAM TRANSMISSION AND TORQUE CONVERTER

(*Engine @ 2100 rpm, Oil Temperature 70 C - 90 C (158 F - 194 F))
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
Torque Converter
*Torque Converter Relief Valve: 990 100 kPa (144 15 psi)
*Main Relief Valve: 4320 200 kPa (627 29 psi)
*Torque Converter Regulator Valve: 550 100 kPa (80 15 psi)
Oil Cooler
*Lubrication Relief Valve: 304 100 kPa (44 15 psi)
Filter Assemblies
Hydraulic Pump
Strainer
Transmission Oil Pan
Fill Switch
Proportional Solenoid: 1862 97 kPa (270 14 psi)
Lock-up Clutch
ECMV (Medium Clutch): 1863 97 kPa (270 14 psi)
Medium Clutch
F2-16
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
ECMV (High Clutch): 1961 97 kPa (284 14 psi)

High Clutch
ECMV (Low Clutch): 3434 145 kPa (498 21 psi)
Low Clutch
ECMV (2nd Clutch): 3434 145 kPa (498 21 psi)
2nd Clutch
ECMV (1st Clutch): 3434 145 kPa (498 21 psi)
1st Clutch
ECMV (Reverse Clutch): 3434 145 kPa (498 21 psi)
Reverse Clutch
ECMV (3rd Clutch): 1863 97 kPa (270 14 psi)
3rd Clutch
ECMV Oil Filter
10/11 F02021
ELECTRONIC CONTROL MODULATION VALVE (ECMV)
FIGURE 2-18. ELECTRONIC CONTROL MODULATION VALVE

1. Connector
2. Spring
3. Flow Sensor Valve Spool
4. Spring
5. Fill Switch
F02021 10/11
6. Proportional Solenoid
7. Pressure Control Valve Spool
8. Load Piston
9. Spring
A: To clutch
B: Drain
C: From Pump
a: Clutch Pressure
Measurement Port
F2-17
ECMVs consists of two valves, a pressure control

valve and a flow sensor valve.
Pressure Control Valve
The pressure control valve contains a proportional
solenoid. The solenoid uses the current sent from the
transmission controller and converts it into hydraulic
pressure. Refer to Figure 2-19.
Flow Sensor Valve
The flow sensor valve is actuated by a trigger from
the pressure control valve. The flow sensor valve has
the following functions:
1. The valve is opened until the clutch is filled with
oil, reducing the time taken for oil to fill the
clutch.
2. When the clutch fills with oil, the valve closes. A
full signal is sent to the controller.
3. While there is hydraulic pressure applied to the
clutch, a full signal is sent to the controller to
indicate whether there is hydraulic pressure
present.
FIGURE 2-19.
ECMV and Proportional Solenoid
Each ECMV is equipped with one proportional solenoid.
The propulsion force shown in the diagram in
Figure 2-20 is generated according to the command
signal from the controller.
A range: Before Gear Shifting (drained)

B range: Filling Starts (trigger issued)
C range: Filling Completed
D range: Regulation
E range: Filling
The propulsion force generated by the proportional

solenoid acts on the pressure control valve spool.
This generates the hydraulic pressure shown in the
diagram. Therefore, by controlling the command current, the propulsion force is changed. This acts on
the pressure control valve to control the oil flow and
hydraulic pressure.
ECMV and Fill Switch

Each ECMV is equipped with one fill switch. When
the clutch is completely filled, the flow sensor valve
sends a signal to turn the fill switch on. As a result of
this signal, the oil pressure starts to build up.
F2-18
10/11 F02021
ECMV Operation
The ECMV is controlled by the command current
from the transmission controller to the proportional
solenoid, and the output signal of the fill switch. The
relationship between the ECMV proportional solenoid command current and clutch input pressure and
the output signal of the fill switch is shown in the diagram in Figure 2-19.
A range: Before gear shifting (drained)
B range: Filling starts (trigger issued)
C range: Filling completed
D range: Regulation
E range: Filling
FIGURE 2-20.
Before shifting - drained - A range, Figure 2-19

1. Refer to Figure 2-21: When no current is being
sent to proportional solenoid (6), the reaction
force for spring (9) pushes pressure control
valve spool (7). As a result, proportional solenoid (6) is pushed back. Pressure control valve
spool (7) connects the oil at clutch port (C) to
drain port (E) and drains the oil.
In this condition, there is no hydraulic force acting on spool (3). Therefore, the reaction force of
spring (4) moves flow sensor valve spool (3)
away from fill switch (5). The spool stops when
it is in balance with return spring (2).
FIGURE 2-21.
F02021 10/11
F2-19
Starting to fill - trigger command input to pressure control valve - B range, Figure 2-19
1. Refer to Figure 2-22: When there is no oil inside
the clutch and the trigger current is sent (maximum current is applied) to proportional solenoid
(6), the proportional solenoid moves the full
stroke. Pressure control valve spool (7) moves
to the left. As a result of this, pump port (A) and
pressure control valve output port (B) are
opened. Oil passes through orifice (a) and
starts to fill the clutch.
FIGURE 2-22.
2. Refer to Figure 2-23: When this happens, a

pressure difference is created between the
upstream and downstream sides of orifice (a).
Because of the difference in pressure, flow sensor valve spool (3) moves to the left and compresses sensor valve return spring (2).
As a result, flow sensor valve spool (3) opens
pump port (D). Oil flows from here, through orifice (a), to the clutch port.
FIGURE 2-23.
Filling completed - pressure control set to initial
pressure - C range, Figure 2-19
1. Refer to Figure 2-24: When pump port (D)
opens, a difference in pressure is created
between the upstream and downstream sides
of orifice (a). This continues to push flow sensor
valve spool (3) to the left. When this occurs, and
the current of proportional solenoid (6) is lowered momentarily to the initial pressure level,
almost the complete pump pressure acts on
load piston (8). As a result, pressure control
valve spool (7) is pushed to the right. A small
amount of oil flows from pressure control valve
outlet port (B) to drain port (E). Since most of
the oil from the pump flows to the clutch, flow
sensor valve spool (3) continues to be pushed
to the left.
F2-20
FIGURE 2-24.
10/11 F02021
2. Refer to Figure 2-25: When the clutch is filled

with oil, the flow of oil from pump port (D) to
clutch port (C) stops. The area at the left side of
flow sensor valve spool (3) is larger than the
area on the right side. Therefore, with equal
pressure on both sides, the spool is moved by
hydraulic force to the right. When this happens,
port (D) and port (C) are closed. Because of this
difference in area and the force of return spring
(2), spool (3) compresses fill switch spring (4)
and is pushed to the right. It then signals fill
switch (5) and transmits the clutch filling completed signal to the shift controller. At this point,
the current for the initial pressure level is flowing to proportional solenoid (6). Therefore, the
hydraulic pressure is set to the initial pressure
by pressure control valve spool (7).
FIGURE 2-25.
Regulating - D range, Figure 2-19

1. Refer to Figure 2-26: When current is sent to
proportional solenoid (6), the solenoid generates a force proportional to the current. This
propulsion force of the solenoid, and the sum of
the propulsion force produced by the hydraulic
pressure at the clutch port applied to load piston
(8), and the reaction force of pressure control
valve spring (9) are regulated so that they are in
balance. The difference in hydraulic pressure
applied to both sides of spool (3) pushes the
spool to the right. The fill signal continues to be
sent to the transmission controller.
FIGURE 2-26.
F02021 10/11
F2-21
ECMV REPAIR
Preparation
1. Thoroughly wash and flush debris and dirt from
the transmission control valve mounted on top
of the transmission.
2. Thoroughly wash and flush the area surrounding filter assembly (4, Figure 2-27) to prevent
the intrusion of dirt and debris.
3. Remove nuts (2) and cover (1). Flush the area
under the cover. Do not allow dirt and debris to
enter the ECMV, valve seats, etc.
Filter Replacement Procedure
1. Remove cover (8, Figure 2-27). Prior to removal
of filter assembly (4), loosen filter case (8) from
filter head (5). Rotating the case counterclockwise, using the hex nut at the case tip.
2. Remove the complete filter assembly.
When the filter assembly is removed from the

valve seat, oil may flow from the case onto the
transmission. Capture any spillage.
3. Remove case (3, Figure 2-28) from filter head
(1).
4. Remove filter element (2) from head (1).
Remove O-rings (4 & 5).
5. Replace the element with a new element.

ASSEMBLY
1. Cover
2. Nut
3. Harness
4. Filter Assembly
5. Filter Head
6. Filter Element
7. Filter Case
8. Cover
9. ECMV Assembly
10. Bolt
11. Valve Plate
6. Wash head (1) and case (3) with light oil.

7. Install new O-rings (4 & 5). Insert element (2)
into case (3).
8. Install the case onto the head. Tighten the case
hand tight.
9. Install the assembled filter assembly onto the
valve seat. Tighten the mounting cap screws to
standard torque.
10. Tighten filter case (3) to 58 - 79 Nm (43 - 58 lb
ft).
FIGURE 2-28. FILTER ASSEMBLY

1. Filter Head
2. Filter Element
3. Filter Case
F2-22
4. O-Ring
5. O-Ring
10/11 F02021
ECMV Identification
Disassembly
There are three different ECMV valves used for the

various clutches.
Use the table below to identify the different ECMVs.
Operated Clutch
Cover Bolt Type
Fill Switch
R, 1st, 2nd, L, M
hex head
with
3rd, H
hex socket head
with
Lock-up
hex socket head
without
Refer to Figure 2-16 for ECMV location on the transmission.
ECMV Removal
1. Remove the paint along the boundary between
fill switch assembly (16, Figure 2-29) and valve
body (1) at each ECMV to be removed.
2. Disconnect the electrical connectors for fill
switch assembly (16) and solenoid valve (9).
3. Remove the switch and solenoid connectors
from bracket (18).
4. Remove bolts (8, Figure 2-30) from ECMV
assembly (9, Figure 2-27). Separate the ECMV
assembly from valve plate (12, Figure 2-27).
NOTE: Protect valve plate (11, Figure 2-27) and the
valve mating surfaces by applying masking tape, etc.
Prevent dirt from entering the transmission by
covering all openings. Place all removed parts in
storage. Do not scratch parts when handling.
F02021 10/11
1. Before disassembly, flush the ECMV and valve

seat. Paint at the corners of the mating surfaces
must be thoroughly removed.
Do not expose the solenoid connectors, fill

switch connectors, or harness to water, etc.
2. Remove solenoid connector (2, Figure 2-30).
Remove fill switch connector (3) from the
bracket. Loosen bolts (17). Gently remove fill
switch (16) and the bracket. Do not let spring
(15) fall out of place.
3. Remove cover plate (21, Figure 2-29). Remove
plug (13) by installing a cap screw in the tapped
hole for easier removal. Then, remove valve
spring (12), valve spool (11), and spring (15).
a. Examine valve body (1) spool (11) and
spring (15) for debris and other metallic particles. Clean the parts.
b. If foreign matter has lodged in the valves or
the pistons, or if their functional movement is
not smooth, recondition the valves with an oil
stone, etc.
4. Remove spring (6), shims (7), piston (5), and
valve (4). Check for any trapped foreign matter,
a seized spool, or roughness during motion. Set
shims (7) aside for installation.
5. Remove proportional solenoid valve (9).
F2-23
FIGURE 2-29. ECMV ASSEMBLY

1. Valve Body
12. Spring
2. Plug
13. Plug
3. Plug
14. O-ring
4. Pressure Control Valve 15. Spring
5. Piston
16. Fill Switch
6. Spring
17. O-ring
7. Shim
18. Bracket
8. O-ring
19. Bolt
20. Washer
Valve
21. Cover Plate
10. Bolt
22. O-ring
11. Flow Detection Valve 23. Bolt
Spool
F2-24
FIGURE 2-30. ECMV VALVE ASSEMBLY

1. Valve Body
2. Solenoid Connector
3. Fill Switch Connector
4. Pressure Control
Valve Spool
5. Load Piston
6. Spring
7. Shims
8. Bolt
10. Bolt
11. Flow Sensor Valve
12. Spring
13. Plug
14. Pressure Test Port
15. Spring
16. Fill Switch
17. Bolt
18. Cover Plate
10/11 F02021
Assembly
Inspect each part thoroughly and confirm that the
part is free from dirt, scratches, etc. Wash all parts
with solvent. Lubricate spools and plungers with a
small amount of transmission oil during assembly.
Spools and plungers must be reassembled into their
original valve body bores.
5. Install flow sensor valve (11) in valve body (1).

Ensure valve movement is smooth.
NOTE: When assembling the valve, ensure the valve

spools move smoothly in the bore.
7. Install spring (12) in the flow detecting valve.

Install O-ring (14) on plug (13) and install on the
valve body.
6. Set spring (15, Figure 2-29) in place. Install Oring (17) and position fill switch (16) and bracket
(18) on the valve body. Install two bolts (19) and
tighten to 27 - 34 Nm (20 - 25 lb ft).
8. Install cover plate (21) with bolts (23) and washers (20). Tighten the bolts to standard torque.
Assemble the components in a clean room or at a
workstation free from dirt, dust, and other contaminents.
1. Insert pressure control valve spool (4, Figure 230) into valve body (1). Ensure the valve movement is smooth by pushing the valve at both
ends.
2. Install solenoid valve (9) together with O-ring (8,
Figure 2-29). Install four bolts (10). Tighten the
bolts to 12 - 15 Nm (9 - 11 lb ft).
3. Place piston (5) inside spool (4). Ensure piston
movement is smooth.
4. Install shims (7) and spring (6) in the pressure
control valve. Install O-ring (22) in the valve
body.
9. Install connectors (2, Figure 2-30) and connectors (3) onto the bracket.
Installation
1. Ensure the ECMV mounting surfaces are free
from dirt/dust, scratches, etc.
2. Install O-rings at the three ports on the valve
seat.
3. Ensure the orifice is in place in pump port (4,
Figure 2-31). Not all ECMVs require an orifice.
Refer to Table 1 for orifice locations and sizes.
The standard number of shims is: . . . . . . . . . . .3.

Standard shim pack thickness: 0.6 mm (0.023 in.)
Individual shim thickness: . . . 0.2 mm (0.008 in.)
NOTE: - Refer to Figure 2-30. When parts (1), (6),
(5), (4) and (9) are being reused, the same number of
shims removed during disassembly must be
reinstalled. When any of these parts have been
replaced, install the standard number of shims (3
ea.). The exact quantity required is determined when
the clutch pressure test is performed.
NOTE: - When only proportional solenoid valve (9) is
to be replaced, remove cover (18) and ensure spring
(6) has been positively set in place. There is a
possibility that the spring can be dislodged from the
valve end when the solenoid is removed.
F02021 10/11
83673
FIGURE 2-31. ECMV ORIFICE INSTALLATION

1. Orifice
2. Drain Port
3. Clutch Port
4. Pump Port
4. Place the ECMV onto the valve seat. Install four

bolts (8, Figure 2-30), and tighten to 27 - 34
Nm (20 - 25 lb ft).
5. Connect and secure all electrical connectors.
F2-25
TABLE 1. ECMV ORIFICE INFORMATION

ECMV
Orifice Size
Letter Stamp
Lockup Clutch
No orifice
Medium Clutch
4.5 mm
High Clutch
6 mm
Low Clutch
No orifice
3rd Clutch
6 mm
2nd Clutch
5 mm
1st Clutch
5.5 mm
Reverse Clutch
No orifice
6. Check clutch pressure for any ECMV that has

been disassembled for repairs.
After disassembly and/or parts replacement in

the pressure control valve, clutch oil pressure
must be checked and adjusted if necessary.
F2-26
10/11 F02021
TRANSMISSION FILTERS
The transmission filter elements must be replaced
every 500 hours of operation or sooner if the maintenance monitor indicates high restriction. This maintenance interval may be increased or reduced,
depending on operating conditions. The maintenance monitor will alert the operator of a filter restriction.
The two transmission filters are located on the outside of the right frame rail, ahead of the fuel tank. An
additional filter is located in the control valve assembly. Refer to ECMV Repair - Filter Replacement Procedure.
Relieve pressure before disconnecting hydraulic

lines. Tighten all connections before pressurizing the system. Pressurized hydraulic fluid can
have sufficient force to enter a person's body by
penetrating the skin. This can cause serious
injury and possible death. It is necessary to
immediately get proper medical treatment by a
physician familiar with this injury.
Service
1. Remove plug (6, Figure 2-32) and drain the oil
from the housing into a suitable container.
Avoid contact with hot oil if the truck has been

operating. Avoid spillage and contamination!
2. Remove bowl (4) and element (5).
3. Replace seal (3) in filter head.
Installation
1. Install new element (5, Figure 2-32). Install bowl
(4) and tighten.
2. Replace plug (6), and O-ring (7).
NOTE: Indicator switch (2, Figure 2-32) is not

repairable. If the indicator switch is inoperative,
replace as a unit. The actuation pressure of the
indicator switch is factory preset. Switch adjustment
is not necessary and not recommended.
F02021 10/11
FIGURE 2-32. TRANSMISSION CIRCUIT FILTER

1. Head Assembly
2. Indicator Switch
3. Seal
4. Bowl
5. Filter Element
6. Plug
7. O-Ring
8. Core Assembly
9. Bypass Valve
10. Anti-Backflow Valve
F2-27
TRANSMISSION SPEED SENSORS
Adjustment Procedure
Speed sensors are installed to monitor the rpm of the

input, intermediate, and output gears of the transmission. The sensors generate a pulse voltage which
varies with the speed of the gear teeth passing the
sensor, sending a signal to the transmission controller. The input and intermediate shaft speed sensors
are located on the side of the transmission as shown
in Figure 2-33. The output speed sensor is located
above the output coupling on top of the main housing.
1. Disconnect electrical connector (1, Figure 235), loosen locknut (4), and remove the two cap
screws that secure the sensor. Observe the
location of the gear teeth through the sensor
mounting hole. For proper adjustment, the tip of
a gear tooth must be aligned with the sensor
hole as shown in Figure 2-36. If necessary,
reposition the gear.
2. Inspect the sensor for iron particles or other foreign material and clean, if necessary.
3. Reinstall the sensor. Turn the sensor clockwise
by hand until the tip just contacts the gear tooth.
4. Then, turn counterclockwise 2/3 of a revolution

to obtain the proper clearance of 0.9 0.2 mm
(0.035 0.008 in.). Tighten the locknut.
5. Reinstall the wire connector.
83676
FIGURE 2-33. TRANSMISSION SPEED SENSORS

Speed Sensor
2. Input Shaft Speed

Sensor
83674
FIGURE 2-35. TRANSMISSION SPEED SENSOR
1. Connector
2. Flange
3. Sensor
4. Locknut
83677
FIGURE 2-34. OUTPUT SPEED SENSOR

1. Output Shaft Speed
Sensor
2. Output Case
The sensors must be adjusted correctly to ensure an

adequate electrical signal is generated. If necessary,
adjust as follows:
0.9 0.2 mm
(0.035 0.008 in.)
83675
F2-28
10/11 F02021
TRANSMISSION OIL LEVEL CHECK
1. Engine Off:
The oil level must be visible in the upper part of
the sight gauge (STOP) between H and L. This
level guarantees there is sufficient oil to safely
operate the transmission when the engine is off,
or when the transmission oil is cold.
Check the oil level again, as described below,
when the transmission oil reaches operating
temperature.
2. Engine On:
The oil level must be visible in the lower part of
the sight gauge (turtle) between H and L.
Check the transmission oil level with:
the truck parked on a level surface,
the engine at low idle,
the transmission in NEUTRAL
the transmission oil at normal operating
temperature
Add clean oil as required through the transmission oil filler tube at the left rear of the transmission.
F02021 10/11
F2-29
TRANSMISSION OIL PRESSURE CHECK

Check transmission oil pressures as specified in
Table 2. Refer to Figure 2-37 for pressure port locations. Check the oil pressure every 500 hours. If oil
pressure is not within the specified criteria, a problem
exists and must be repaired.
TABLE 2. TRANSMISSION OIL PRESURE SPECIFICATIONS

Location
Oil Temperature
Engine rpm
Pressure Range
650
23 10 kPa (3.3 1.5 psi)
1500
172 60 kPa (25 9 psi)
Torque Converter Outlet

Oil:
70-90 C (158-194 F)
1900
267 90 kPa (39 13 psi)
2100
304 100 kPa (44 15 psi)
Transmission Oil:
70-90 C (158-194 F)
650
580 100 kPa (84 15 psi)
1500
860 100 kPa (125 15 psi)

Oil:
70-90 C (158-194 F)
1900
940 100 kPa (136 15 psi)
2100
990 100 kPa (144 15 psi)
Transmission Oil:
70-90 C (158-194 F)
650
460 100 kPa (67 15 psi)
1500
550 100 kPa (80 15 psi)

Oil:
70-90 C (158-194 F)
1900
550 100 kPa (80 15 psi)
2100
550 100 kPa (80 15 psi)
Transmission Oil:
70-90 C (158-194 F)
650
3920 200 kPa (569 29 psi)
1500
4170 200 kPa (605 29 psi)
1900
4270 200 kPa (619 29 psi)
2100
4320 200 kPa (627 29 psi)
Transmission Oil:
70-90 C (158-194 F)
Lubrication Oil
Pressure
Torque Converter
Inlet Oil Pressure
Torque Coverter
Outlet Oil Pressure
Main Oil Pressure
F2-30

Oil:
70-90 C (158-194 F)
10/11 F02021
DETAIL A
83672
FIGURE 2-37. TRANSMISSION OIL PRESSURE PORTS

1. Lubrication Oil Pressure Port
2. Main Pressure Port
F02021 10/11
3. Torque Converter Inlet Pressure Port

4. Torque Converter Outlet Pressure Port
F2-31
TRANSMISSION AND TORQUE

CONVERTER TROUBLESHOOTING
The following pages contain charts which may be
used as a general guide to help diagnose and troubleshoot transmission and torque converter problems which may be encountered. Refer to Section D
for detailed troubleshooting procedures using system
fault codes to identify problems in the entire transmission control system.
Preliminary Checks
Prior to detailed troubleshooting, check for obvious
problems such as:
Is the transmission oil level correct?

Are the drive shafts broken or damaged?
Is the input shaft of the torque converter or
transmission broken?
Are the service brakes, parking brake or
retarder dragging?
Is there any physical damage to the
transmission or torque converter cases?
Is there any external oil leakage?
Are all electrical connectors tight?
Is there any damage to wiring harnesses?
Check truck speed
Are transmission clutch oil pressures
correct?
Is torque converter lock-up pressure
correct?
If inspection of the above items does not reveal an

apparent reason for the problems, continue with the
detailed troubleshooting procedures.
F2-32
10/11 F02021
PROBLEM
POSSIBLE CAUSES
SUGGESTED CORRECTIVE
ACTION
TRUCK DOES NOT MOVE:

Abnormal noise from pump or filter Restricted strainer
Truck does not move in any transmission range
Remove and clean strainer
Pump cavitating
Check for leaks in suction line
Defective pump
Repair or replace pump
Low main relief valve (torque converter

valve) pressure
Adjust or repair relief valve
Defective ECMV
Replace ECMV
Internal transmission damage
Repair or replace transmission
Internal torque converter damage
Repair or replace torque converter
Adjust or replace speed sensor
Defective ECMV
Replace ECMV
Defective transmission clutch seal/groove

Transmission clutch seized
Truck moves normally in certain
transmission ranges
Rotating clutch defective (oil sealing)

Rotating clutch circuit shaft seal defective
Rotating clutch shaft seal ring defective

Truck will not move when torque

converter temperature rises
Defective pump

Transmission set pressure too low:
Low at every speed range
Restricted strainers
Remove and clean strainers
Pump cavitating
Defective pump
Low main relief valve
Defective ECMV
Replace ECMV

Low at certain speed ranges


Gauge fluctuates violently
Restricted strainer
Pump cavitating
No oil flowing when pressure test

port plug is removed and engine
cranked
Defective pump drive (PTO)
Low modulating pressure
Defective ECMV
Replace ECMV
Low pump output pressure
Low main relief valve pressure
Adjust or repair or relief valve
F02021 10/11
F2-33
PROBLEM
POSSIBLE CAUSES
ACTION
TRUCK DOES NOT TRAVEL SMOOTHLY

Engine surging or lock-up lamp
flashing
Low main relief pressure
Adjust pressure or repair relief valve
Clutch seal ring worn
EXCESSIVE SHIFT SHOCK DURING GEAR CHANGE:

Shift shock is suddenly greater
than before or excessive compared to similar trucks
Defect or dirt in ECMV pressure control

valve spool and flow detector valve spool
Replace ECMV
Defective ECMV proportional solenoid
TRANSMISSION DOES NOT UPSHIFT

Does not shift up or shifts up only Damaged or slipping lockup clutch
on downgrade
Defective operation of selector valve of
clutch not shifted up
Does not shift up under any conditions
Defective seal ring of clutch not shifted up

TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES:

NOTE: Make the following checks prior to diagnosing problems below:
Abnormal noise from pump or filter
Torque converter stall speed is

high

low
Engine high idle speed

Torque converter stall speed
Truck travel speed
Transmission clutch oil pressure
Torque converter lockup oil pressure
Main relief pressure
Restricted strainer
Pump cavitating
Defective pump
Drop in set pressure of main relief valve
Adjust or repair main relief valve
Defective torque converter relief valve
Adjust or repair torque converter

relief valve
Piping or oil cooler damage
Inspect and repair as required
Engine horsepower low
Repair engine as required
Defective torque converter freewheel
Restricted strainer
Pump cavitating
Defective pump
Restricted strainer
Pump cavitating
Transmission set pressure is low:

Low at all speed ranges, stall
speed is high
Gauge fluctuates excessively

Low after lockup engages
F2-34
Refer to Torque Converter Oil Pressure Is Low
10/11 F02021
PROBLEM
POSSIBLE CAUSES
ACTION
TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES (Continued):
Torque converter inlet pressure
low (transmission set pressure
normal)

relief valve
Iron and aluminum particles stuck Defective torque converter freewheel

to strainer and case drain plug
Pressure at pump outlet port is

low
Oil pressure drops as temperature rises
Defective pump
TORQUE CONVERTER OIL TEMPERATURE IS HIGH:

Abnormal noise from pump when Restricted strainer
oil temperature is low
Pump cavitating

Both high and low idle speed is

too low
Excessive torque converter internal oil

leakage
Torque converter outlet oil pressure is too low

leakage
Torque converter inlet oil pressure is too low
Torque converter relief valve defective
Adjust, repair or replace torque converter relief valve
Restricted strainer
Pump cavitating
Pump defective
Transmission modulation pressure too low
TORQUE CONVERTER OIL PRESSURE IS LOW:

Restricted strainer
Abnormal noise from pump
Pump cavitating
Low oil pressure between pump

and relief valve
Pump defective
Drop in set pressure of torque converter

relief valve

relief valve

leakage
Transmission oil pressure and

lockup oil pressure normal, but
leakage
torque converter inlet pressure is
low
Low torque converter inlet oil

pressure
F02021 10/11
F2-35
TRANSMISSION REMOVAL
1. Thoroughly clean all components in the area of
the transmission, pumps and drivelines.
2. Park the truck on a hard, level surface. Chock
the wheels and apply the parking brake. Raise
the dump body and install the body retention
cable. Move the hoist lever to the FLOAT position to put the weight of the dump body on the
cable. Place the lever in HOLD.
The dump body must be raised and the safety

cable in place. DO NOT work under a raised
dump body unless the body safety cable is
installed. If the hydraulic pump or engine is inoperative, raise the dump body with a crane to allow
retention cable installation.
3. Turn the key switch OFF. Allow the steering
accumulators to depressurize. Turn the steering
wheel and verify no wheel movement occurs.
4. Bleed the brake system accumulators. Open
the needle valves located on the brake manifold
in the hydraulic cabinet. Allow all pressure to
purge to the tank. Close the valves after pressure has been relieved.
5. Remove the transmission guard.
6. Drain the transmission oil. The capacity of the
hydraulic tank is 153 l (41 gal).
7. Drain the hydraulic tank. The capacity of the
hydraulic tank is 900 l (238 gal). If the oil is to be
reused, use clean containers that are free of
contamination.
8. Tag and disconnect transmission control and
sensor wiring connectors.
9. Tag and remove hydraulic hoses (2, Figure 238) at the hydraulic pumps mounted on Power
Take-Off (PTO) (1) and the transmission. Cap
all hoses and ports to prevent contamination.
Secure loose hoses to the frame to allow clearance for transmission removal.
F2-36
FIGURE 2-38. HYDRAULIC LINES

1. PTO
2. Hydraulic Hoses
10. Remove the front and rear driveshaft guards.

11. Remove the front and rear drive shaft assemblies. Refer to Drive Shafts, in this section, for
instructions.
12. Remove cap screws and washers (3) for the
front trunnion mounts.
13. Remove cap screws and washers (5) at the rear
mounts.
14. Attach an appropriate lifting device to the transmission/torque converter. The weight of the
assembly is approximately 3060 kg (6746 lb).
15. Verify that all wire harnesses and hydraulic lines
have been removed. Carefully lift the assembly
from the truck.
16. Remove the transmission filter elements and
inspect.
10/11 F02021
TRANSMISSION INSTALLATION
NOTE: Check the vibration dampener for wear,
damage or deterioration before transmission
installation. Replace any rubber cushions or
dampeners in doubtful condition. Refer to Section C,
Engine for information on the driveline adapter and
dampener.
Failure to properly secure the dump body may

cause serious injury or death. If it is necessary to
work beneath a raised dump body, install the
body retention cable. Inspect the cable regularly
and replace as necessary.
7. Align the engine and transmission. Refer to

Section F5, Drive Shafts - Front Drive Shaft
Alignment.
Proper alignment of the engine and transmission

is necessary to prevent premature driveline failures. The alignment must be checked whenever
the transmission, engine or engine damper has
been removed or replaced. Other repairs that disturb driveline alignment will require adjustment,
as well.
1. Clean the filter housings and install new elements.

3. Install the cushions and mounting brackets to
the rear mounting pins.
Check the orientation of the cushions. The inner
diameter of each cushion is chamfered at both
ends. One end has a 2 mm (0.08 in.) chamfer
and the opposite end has a 4 mm (0.16 in.)
chamfer. Orient the 4 mm chamfer facing the
transmission as shown in Figure 2-40.
Check the orientation of the rear mounting
brackets. The brackets must be properly oriented to prevent damage to the powertrain.
The 46 mm (1.8 in.) dimension represents the
top of the bracket and must face upward during
installation as shown in Figure 2-41.
4. Install the cushions and pins at the front
mounts.
5. Lift the transmission into place on the truck.
6. Install four shims below each rear mounting
bracket. Install four shims below each front
mounting pin.
Rear Shim (1 mm) - p/n (562-16-22140)
Front Shim (1 mm) - p/n (568-16-12120)
FIGURE 2-39. TRANSMISSION INSTALLATION

2. Trunnion Support
4. Transmission
Assembly
F02021 10/11

6. Driveline Guard
7. Rear Drive Shaft
F2-37
8. After aligning the front drive shaft, install cap

screws and washers (3, Figure 2-39) for the
front trunnion. Tighten the cap screws to standard torque.
9. Install cap screws (5) at the rear mounts.
Tighten the cap screws to standard torque.
10. Install front drive shafts (1) and rear drive shaft
(7). Refer to Section F, Drive Shafts, for installation instructions.
11. Install the front driveline guard and rear driveline
guard (6).
12. Remove the protective caps from the transmission hoses and ports. Install new O-rings for all
fittings and hoses. Coat the O-rings with petroleum grease to secure in position during assembly. Install the hoses.
13. Reconnect the wiring harness connectors to the
transmission controls and sensors.
FIGURE 2-40. CUSHION ORIENTATION

1. Cushion
2. Mounting Pin
3. 4 mm Chamfer
4. 2 mm Chamfer
FIGURE 2-41. TRANSMISSION REAR MOUNTING BRACKET
F2-38
10/11 F02021
14. Verify all hoses and connectors have been

installed. Install the transmission guard under
the transmission.
15. Remove the body retention cable and lower the
body to the frame. It may be necessary to
slightly lift the body with an overhead crane to
relieve tension on safety cable.
16. Verify new transmission filter elements have
been installed.
17. Fill the transmission with oil. Refer to Section P,
Lubrication and Service, for oil specifications.
Oil must be visible in the upper part of the sight
gauge, between the H and L marks.
NOTE: Check the oil level again after the engine has
been started and the oil has reached operating
temperature. Refer to Transmission Oil Level Check
in this chapter.
18. Loosen the suction lines on the hydraulic pumps
to purge trapped air. Refer to Section L,
Hydraulic System, for instructions. Tighten the
clamps securely after all air has been purged.
19. Start the engine and check for hydraulic leaks.
20. Allow the transmission oil to reach normal operating temperature. Recheck the transmission oil
level. Refer to Transmission Oil Level Check in
this chapter.
21. Operate the truck to verify proper operation of
transmission and controls.
F02021 10/11
F2-39
NOTES
F2-40
10/11 F02021
SECTION F2
TORQUE CONVERTER AND TRANSMISSION (-40C)
INDEX
TORQUE CONVERTER AND TRANSMISSION (-40C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-3

TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-4
MAIN RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
TORQUE CONVERTER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
TORQUE CONVERTER REGULATOR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8
COLD RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
LOCK-UP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
Lock-up Clutch Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-10
HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-11
TORQUE CONVERTER STALL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-12
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-13
LUBRICATION RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-15
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-15
TRANSMISSION CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-16
ELECTRONIC CONTROL MODULATION VALVE (ECMV) . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-18
Pressure Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-19
Flow Sensor Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-19
ECMV and Proportional Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-19
ECMV and Fill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-19
ECMV Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-20
ECMV REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-23
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-23
F02022 10/11
F2-1
Filter Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-23

ECMV Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-24
ECMV Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-24
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-24
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-26
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-26
TRANSMISSION FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-28
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-28
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-28
COLD OIL FILTER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-29
TRANSMISSION SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-29
Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-30
TRANSMISSION OIL LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-30
TRANSMISSION OIL PRESSURE CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-31
TRANSMISSION AND TORQUE CONVERTER TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . F2-33
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-33
TRANSMISSION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-37
TRANSMISSION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-38
F2-2
10/11 F02022
TORQUE CONVERTER AND TRANSMISSION (-40C)

Torqflow transmission (9, Figure 2-1) has seven forward speeds and one reverse speed. The transmission contains planetary gears and hydraulicallyactuated multiple-disc clutches. The transmission is
pressure lubricated for optimum heat dissipation.
Drive line adapter (2) containing rubber dampers,
couples the engine to the transmission and torque
converter. The adapter reduces harmful engine
shock and vibration to the transmission. A lock-up
system, consisting of a wet, triple-disc clutch, can be
actuated in all forward gears for higher fuel savings.
Operation of the transmission is controlled electronically through inputs from the operator such as range
selector position, accelerator, etc. Various sensors
that monitor speeds and operating conditions also
contribute to transmission control.
The transmission oil supply is filtered through washable strainers located in the transmission sump.
Remove and clean the strainers every 1000 hours of
operation.
External, replaceable transmission filter elements are
located at the front of the fuel tank. Replace the two
transmission filter elements at 500 hour intervals. If
the maintenance monitor indicates high restriction
regardless of interval, the filters must be replaced.
A control valve filter is located on top of the left side
of the transmission, next to the Electronic Control
Modulation Valves (ECMV). Replace this filter during
transmission rebuild.
Transmission maintenance intervals are outlined in
section P, Lubrication and Service.
FIGURE 2-1. POWERTRAIN

1. Engine
2. Driveline Adapter
4. Brake Cooling & Hoist Pump
F02022 10/11
6. Steering & Brake Pump

8. Torque Converter
9. Transmission
10. Rear Drive Shaft
11. Parking Brake

12. Differential Gear
13. Drive Shaft
14. Brakes
15. Planetary Gears
F2-3
TORQUE CONVERTER
The torque converter is a three element, singlestage, two phase torque converter with lock-up
clutch.
Specifications are listed for the transmission and
torque converter components on the following
pages. It is assumed the specified oil type and
viscosity is being used, the oil level is correct,
and oil is at the normal operating temperature.
A water-to-oil type oil cooler is utilized to dissipate

heat from the oil supply.
Stall ratio:. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.99:1
FIGURE 2-2. TORQUE CONVERTER PUMP DRIVES

1. Front Housing
2. Rear Housing
F2-4
4. Torque Converter Regulator

Valve
5. Lock Up Clutch Accumulator
6. Cold Relief Valve
10/11 F02022

1. Rear Housing
2. One-Way Clutch
3. Front Housing
4. Disc
5. Plate
F02022 10/11
6. Stator
7. Coupling
8. Input Shaft
9. Turbine
10. Piston
11. Lock-Up Clutch Housing

12. Housing
13. Pump
14. Shaft
F2-5
MAIN RELIEF VALVE

Function
The main relief valve maintains the main hydraulic
pressure in the transmission control circuits. The
valve also controls the oil flow to the transmission
clutches.
Operation
The oil from the hydraulic pump enters port (C,
Figure 2-5), then passes through orifice (B) to chamber (A).
When hydraulic pressure in the circuit rises, the pressure in chamber (A) also rises. This pushes main
relief spool (1) to the left through the movement of
piston (2). The oil at port (C) passes through (D) to
chamber (E) and to the torque converter circuit.
Actuating Pressure
Engine @ 2100 rpm,
. . . . . . . . . . . . . . . . . .4320 200 kPa (627 29 psi)
FIGURE 2-5. MAIN RELIEF VALVE

1. Main Relief Spool

Piston
TORQUE CONVERTER RELIEF VALVE

Function
The torque converter relief valve protects the torque
converter oil circuit by preventing the oil pressure
from rising to an abnormally high pressure.
Operation
Oil from the main relief valve enters port (F, Figure 26) and then passes through orifice (H) to chamber
(G).
When the hydraulic pressure in the circuit rises, the
pressure in chamber (G) also rises. This pushes
torque converter relief spool (4) to the right through
the movement of piston (3). As a result, the oil at port
(F) flows to port (I) into the transmission lubrication
circuit.
Actuating Pressure
Engine @ 2100 rpm
. . . . . . . . . . . . . . . . . . .990 100 kPa (144 15 psi)
F2-6
FIGURE 2-6. TORQUE CONVERTER RELIEF

VALVE
3. Relief Valve Piston
4. Relief Valve Spool
10/11 F02022
FIGURE 2-7. MAIN RELIEF VALVE AND TORQUE CONVERTER RELIEF VALVE
1. Spring (Small)
2. Spring (Large)
3. Valve Body
5. Main Relief Valve Piston
6. Piston Spring
F02022 10/11

Spring
9. Piston Spring
Piston
11. To Transmission Lubrication

13. To Transmission Control Valve
14. Torque Converter Inlet Test Port
15. To Torque Converter
16. Main Pressure Test Port
F2-7
TORQUE CONVERTER REGULATOR

VALVE
Torque converter regulator valve (Figure 2-8) is
installed in the output circuit of the torque converter.
The valve regulates the hydraulic pressure inside the
torque converter to 517 kPa (75 psi).
Operation
Oil from the torque converter flows from port (A,
Figure 2-9) to port (B). However, the hydraulic pressure at port (B) is lower than the tension of spring (1).
Therefore, spool (2) does not move.
When the hydraulic pressure at port (B, Figure 2-10)
becomes higher than the tension of spring (1), it
pushes spool (2) in the direction of the arrow. The oil
at port (A) then flows to port (C).
FIGURE 2-9. BELOW REGULATED PRESSURE

1. Spring
2. Spool
Converter
B: Chamber
Actuating Pressure
Engine @ 2100 rpm
. . . . . . . . . . . . . . . . . . . .550 100 kPa (80 15 psi)
FIGURE 2-10. REGULATED PRESSURE

1. Spring
2. Spool
Converter
B: Chamber

REGULATOR VALVE
1. Valve Body
2. Spring
3. Spool
F2-8
4. Pressure Tap
5. Inlet From Torque
Converter
10/11 F02022
COLD RELIEF VALVE

The transmission oil in trucks that operate in cold
weather will have a higher viscosity than normal temperature range trucks. As temperature drops and oil
thickens, pressure will rise in the transmission circuit.
A cold relief valve is mounted on the torque converter
to relieve excessively high oil pressure to prevent
damage to the torque converter and transmission.
Actuating Pressure
Engine @ 2100 rpm
. . . . . . . . . . . . . . . . . . . . 1270 50 kPa (185 7 psi)
FIGURE 2-12. PRESSURE ABOVE 1270 kPa
Operation
Inlet oil from the torque converter circuit enters at
port (A, Figure 2-11). The oil passes through orifice
(B) to chamber (C). As the oil pressure in the torque
converter rises, oil in chamber (C) rises. The pressure causes spool (2) to move to the left as shown in
Figure 2-12. This allows oil at port (A) to drain
through port (D) to relieve pressure in the circuit.
1. Spring
2. Spool
3. Piston
A. Torque Converter Inlet

B. Orifice
C. Piston Chamber
D. Drain To Sump
E. Lockup Accumulator Drain
F. To Drain
G. Piston Drain
LOCK-UP CLUTCH
The lock-up clutch is located in the torque converter.
Refer to Figure 2-4. The clutch is used to create a
direct mechanical connection from the engine to the
transmission. This direct drive connection helps minimize energy loss that occurs while the engine is
hydraulically connected to the transmission via the
torque converter.
FIGURE 2-11. PRESSURE BELOW 1270 kPa

1. Spring
2. Spool
3. Piston
F02022 10/11
A. Torque Converter Inlet

B. Orifice
C. Piston Chamber
D. Drain To Sump
E. Lockup Accumulator Drain
F. To Drain
The operation of the lock-up clutch utilizes an ECMV

identical to those used to actuate the transmission
range clutches. At the correct rpm, the transmission
controller will provide the signal for lock-up clutch
engagement. Through the use of this valve and two
pressure sensors, the pressure in the apply piston
chamber is maintained at the same pressure as the
internal torque converter pressure instead of dropping to zero pressure. This keeps the lock-up clutch
cavity filled with oil while waiting for the next lock-up
application. This method of lock-up clutch application
greatly reduces the shift shock felt when the lock-up
clutch is applied.
F2-9
The pressure sensors monitor the inlet and outlet

pressures in the torque converter to actuate the
ECMV to control the pressure in the lock-up clutch
cavity. In addition, the input and output shaft speeds
are also monitored.

Lock-up clutch accumulator (2, Figure 2-13) dampens normal system pressure pulsations in the lock-up
clutch hydraulic circuit. The springs inside of the
accumulator absorb pressure spikes to provide
smooth application of the lockup clutch.
FIGURE 2-13. LOCK-UP CLUTCH ACCUMULATOR

1. Transmission
F2-10
2. Lock-up Clutch
Accumulator
10/11 F02022
HYDRAULIC PUMP
Torque converter and transmission
Volume: . . . . . . . . .471 l/min (125 gpm) @ 2100 rpm
Pump Rotation. . . . . . . . . . . . LH (Counterclockwise)
FIGURE 2-14. HYDRAULIC PUMP

1. Washer
2. Stud
3. Nut
4. Drive Gear
5. Seal
6. Snap Ring
F02022 10/11
7. Plug
8. Flange
9. Body
10. Dowel Pin
11. O-Ring
12. O-Ring
13. Snap Ring

19. Backup Ring
14. Splined Coupling
20. O-Ring
15. O-Ring
21. Ring Retainer
16. Pressure Plate
17. Isolation Plate (Top)
18. Isolation Plate (Bottom)
F2-11
TORQUE CONVERTER STALL CHECK

8. After the engine and transmission reach normal
operating temperature, the stall test can be performed.
The transmission oil temperature must not

exceed 120 C (248 F).
DO NOT stall the torque converter at full throttle
for more than 30 seconds at any one time.
Exceeding these limits may result in serious
damage to converter components.
Move the shift selector lever to D. Fully apply

than 30 seconds.
9. Check and record engine rpm with an accurate
tachometer or a remote electronic measuring
tachometer. Maximum engine rpm with the converter stalled is 1815 100 rpm.
10. If the stall rpm does not meet the listed requirements, refer to the service guidelines below.
Prior to performing a stall test, ensure that all systems such as exhaust piping, air intake piping, fuel
controls, and engine warning systems are all working
properly, and within specifications. Insufficient fuel or
restricted piping can also effect stall speed.
Low rpm:
Transmission oil viscosity high due to low
temperature, wrong oil or bad oil
1. Install wheel chocks, and apply the parking

brake.

3. Apply and hold the service brakes fully to prevent movement of the machine.
4. Ensure the F1 start switch is in the OFF position.
5. Move the shift selector lever to D. Fully apply
than 30 seconds.
High rpm:
Transmission oil viscosity is low due to high
temperature, wrong oil, bad oil, or lack of oil flow
6. Move the shift lever to NEUTRAL and allow the

engine to idle for 30 seconds.
7. Repeat the previous two steps until the engine
and transmission are at normal operating temperature: engine 85 - 97 C (185 - 207 F),
transmission 70 - 90 C (158 - 194 F).
F2-12
10/11 F02022
TRANSMISSION
FIGURE 2-15. TRANSMISSION AND TORQUE CONVERTER

1. Torque Converter
2. Lubrication Pressure Tap
3. Transmission
4. Main Relief/Torque Converter
Relief Valve
F02022 10/11

6. Lockup Clutch Accumulator
F2-13
FIGURE 2-16. TRANSMISSION ASSEMBLY

1. Input Shaft
2. Hub
5. #3 Sun Gear
8. #4 Sun Gear
11. Rear Case
12. #5, #6 Planetary Carrier
13. #7 Clutch (3rd)
F2-14
14. #5 Sun Gear

15. Output Shaft
16. #6 Sun Gear
17. Coupling
19. Case
20. Hub
22. #6 Ring Gear
23. #6 Clutch (Reverse)
24. #5 Ring Gear
25. #5 Clutch (1st)
27. #4 Ring Gear

28. #4 Clutch (2nd)
29. #3 Clutch (Low Clutch)
30. #3 Ring Gear
32. #2 Clutch (High Clutch)
34. #1 Ring Gear
35. #1 Clutch (Middle Clutch)
36. Hub
37. #1 Sun Gear
10/11 F02022
LUBRICATION RELIEF VALVE

Function
Transmission lubrication relief valve (3, Figure 2-17)
is installed on the left side of transmission case (1).
This valve prevents abnormal pressure in the transmission lubrication circuit.
Operating Pressure
Engine @ 2100 rpm
. . . . . . . . . . . . . . . . . . . 304 100 kPa (44 15 psi)
Cracking Pressure:. . . . . . . . . . . . . 343 kPa (50 psi)
FIGURE 2-17. TRANSMISSION LUBRICATION RELIEF VALVE

2. Lubrication Pressure Test Port
3. Lubrication Relief Valve
4. Cover
5. O-Ring
6. Shim
F02022 10/11
7. Spring Guide
8. Spring
9. Plate
10. Spool
11. Gasket
F2-15
TRANSMISSION CONTROL VALVE

1. ECMV (for T/C lock-up clutch)
2. ECMV (for medium clutch)
3. ECMV (for high clutch)
4. ECMV (for low clutch)
5. ECMV (for 3rd clutch)
6. ECMV (for 2nd clutch)
7. ECMV (for 1st clutch)
8. ECMV (for reverse clutch)
9. Valve Oil Filter
10. Valve Seat
11. Breather
A. Lock-up Clutch Pressure Tap Port
B. Medium Clutch Pressure Tap Port
C. High Clutch Pressure Tap Port
D. Low Clutch Pressure Tap Port
E. 3rd Clutch Pressure Tap Port
F. 2nd Clutch Pressure Tap Port
G. 1st Clutch Pressure Tap Port
H. Reverse Clutch Pressure Tap Port
F2-16
SPEED
RANGE
ECMV
R
1st 2nd 3rd
RATIO
L
5.600
F1
F2
F3
5.434
4.063
F4
F5
F7
2.415
F6
3.048
1.811
1.333
1.000
10/11 F02022
FIGURE 2-19. HYDRAULIC CIRCUIT DIAGRAM TRANSMISSION AND TORQUE CONVERTER

(*Engine @ 2100 rpm, Oil Temperature 70 C - 90 C (158 F - 194 F))
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Torque Converter
*Torque Converter Relief Valve: 990 100 kPa (144 15 psi)
*Main Relief Valve: 4320 200 kPa (627 29 psi)
*Torque Converter Regulator Valve: 550 100 kPa (80 15 psi)
Oil Cooler
*Lubrication Relief Valve: 304 100 kPa (44 15 psi)
Filter Assemblies
Hydraulic Pump
Strainer
Transmission Oil Pan
Fill Switch
Proportional Solenoid: 1862 97 kPa (270 14 psi)
Lock-up Clutch
ECMV (Medium Clutch): 1863 97 kPa (270 14 psi)
Medium Clutch
ECMV (High Clutch): 1961 97 kPa (284 14 psi)
F02022 10/11
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
High Clutch
ECMV (Low Clutch): 3434 145 kPa (498 21 psi)
Low Clutch
ECMV (2nd Clutch): 3434 145 kPa (498 21 psi)
2nd Clutch
ECMV (1st Clutch): 3434 145 kPa (498 21 psi)
1st Clutch
ECMV (Reverse Clutch): 3434 145 kPa (498 21 psi)
Reverse Clutch
ECMV (3rd Clutch): 1863 97 kPa (270 14 psi)
3rd Clutch
ECMV Oil Filter
*Cold Relief Valve: 1270 50 kPa (185 7 psi)
*Filter Relief Valve: 5585 kPa (810 psi)
F2-17
ELECTRONIC CONTROL MODULATION VALVE (ECMV)
FIGURE 2-20. ELECTRONIC CONTROL MODULATION VALVE

1. Connector
2. Spring
3. Flow Sensor Valve Spool
4. Spring
5. Fill Switch
F2-18
7. Pressure Control Valve Spool
8. Load Piston
9. Spring
A: To clutch
B: Drain
C: From Pump
a: Clutch Pressure
Measurement Port
10/11 F02022
ECMVs consists of two valves, a pressure control

valve and a flow sensor valve.
Pressure Control Valve
The pressure control valve contains a proportional
solenoid. The solenoid uses the current sent from the
transmission controller and converts it into hydraulic
pressure. Refer to Figure 2-21.
Flow Sensor Valve
The flow sensor valve is actuated by a trigger from
the pressure control valve. The flow sensor valve has
the following functions:
1. The valve is opened until the clutch is filled with
oil, reducing the time taken for oil to fill the
clutch.
2. When the clutch fills with oil, the valve closes. A
full signal is sent to the controller.
3. While there is hydraulic pressure applied to the
clutch, a full signal is sent to the controller to
indicate whether there is hydraulic pressure
present.
FIGURE 2-21.
ECMV and Proportional Solenoid
Each ECMV is equipped with one proportional solenoid.
The propulsion force shown in the diagram in
Figure 2-22 is generated according to the command
signal from the controller.
A range: Before Gear Shifting (drained)

B range: Filling Starts (trigger issued)
C range: Filling Completed
D range: Regulation
E range: Filling
The propulsion force generated by the proportional

solenoid acts on the pressure control valve spool.
This generates the hydraulic pressure shown in the
diagram. Therefore, by controlling the command current, the propulsion force is changed. This acts on
the pressure control valve to control the oil flow and
hydraulic pressure.
ECMV and Fill Switch

Each ECMV is equipped with one fill switch. When
the clutch is completely filled, the flow sensor valve
sends a signal to turn the fill switch on. As a result of
this signal, the oil pressure starts to build up.
F02022 10/11
F2-19
ECMV Operation
The ECMV is controlled by the command current
from the transmission controller to the proportional
solenoid, and the output signal of the fill switch. The
relationship between the ECMV proportional solenoid command current and clutch input pressure and
the output signal of the fill switch is shown in the diagram in Figure 2-21.
A range: Before gear shifting (drained)
B range: Filling starts (trigger issued)
C range: Filling completed
D range: Regulation
E range: Filling
FIGURE 2-22.
Before shifting - drained - A range, Figure 2-21

1. Refer to Figure 2-23: When no current is being
sent to proportional solenoid (6), the reaction
force for spring (9) pushes pressure control
valve spool (7). As a result, proportional solenoid (6) is pushed back. Pressure control valve
spool (7) connects the oil at clutch port (C) to
drain port (E) and drains the oil.
In this condition, there is no hydraulic force acting on spool (3). Therefore, the reaction force of
spring (4) moves flow sensor valve spool (3)
away from fill switch (5). The spool stops when
it is in balance with return spring (2).
FIGURE 2-23.
F2-20
10/11 F02022
Starting to fill - trigger command input to pressure control valve - B range, Figure 2-21
1. Refer to Figure 2-24: When there is no oil inside
the clutch and the trigger current is sent (maximum current is applied) to proportional solenoid
(6), the proportional solenoid moves the full
stroke. Pressure control valve spool (7) moves
to the left. As a result of this, pump port (A) and
pressure control valve output port (B) are
opened. Oil passes through orifice (a) and
starts to fill the clutch.
FIGURE 2-24.
2. Refer to Figure 2-24: When this happens, a

pressure difference is created between the
upstream and downstream sides of orifice (a).
Because of the difference in pressure, flow sensor valve spool (3) moves to the left and compresses sensor valve return spring (2).
As a result, flow sensor valve spool (3) opens
pump port (D). Oil flows from here, through orifice (a), to the clutch port.
FIGURE 2-25.
Filling completed - pressure control set to initial
pressure - C range, Figure 2-21
1. Refer to Figure 2-26: When pump port (D)
opens, a difference in pressure is created
between the upstream and downstream sides
of orifice (a). This continues to push flow sensor
valve spool (3) to the left. When this occurs, and
the current of proportional solenoid (6) is lowered momentarily to the initial pressure level,
almost the complete pump pressure acts on
load piston (8). As a result, pressure control
valve spool (7) is pushed to the right. A small
amount of oil flows from pressure control valve
outlet port (B) to drain port (E). Since most of
the oil from the pump flows to the clutch, flow
sensor valve spool (3) continues to be pushed
to the left.
F02022 10/11
FIGURE 2-26.
F2-21
2. Refer to Figure 2-27: When the clutch is filled

with oil, the flow of oil from pump port (D) to
clutch port (C) stops. The area at the left side of
flow sensor valve spool (3) is larger than the
area on the right side. Therefore, with equal
pressure on both sides, the spool is moved by
hydraulic force to the right. When this happens,
port (D) and port (C) are closed. Because of this
difference in area and the force of return spring
(2), spool (3) compresses fill switch spring (4)
and is pushed to the right. It then signals fill
switch (5) and transmits the clutch filling completed signal to the shift controller. At this point,
the current for the initial pressure level is flowing to proportional solenoid (6). Therefore, the
hydraulic pressure is set to the initial pressure
by pressure control valve spool (7).
FIGURE 2-27.
Regulating - D range, Figure 2-21

1. Refer to Figure 2-28: When current is sent to
proportional solenoid (6), the solenoid generates a force proportional to the current. This
propulsion force of the solenoid, and the sum of
the propulsion force produced by the hydraulic
pressure at the clutch port applied to load piston
(8), and the reaction force of pressure control
valve spring (9) are regulated so that they are in
balance. The difference in hydraulic pressure
applied to both sides of spool (3) pushes the
spool to the right. The fill signal continues to be
sent to the transmission controller.
FIGURE 2-28.
F2-22
10/11 F02022
ECMV REPAIR
Preparation
1. Thoroughly wash and flush debris and dirt from
the transmission control valve mounted on top
of the transmission.
2. Thoroughly wash and flush the area surrounding filter assembly (4, Figure 2-29) to prevent
the intrusion of dirt and debris.
3. Remove nuts (2) and cover (1). Flush the area
under the cover. Do not allow dirt and debris to
enter the ECMV, valve seats, etc.
Filter Replacement Procedure
1. Remove cover (8, Figure 2-29). Prior to removal
of filter assembly (4), loosen filter case (8) from
filter head (5). Rotating the case counterclockwise, using the hex nut at the case tip.
2. Remove the complete filter assembly.
When the filter assembly is removed from the

valve seat, oil may flow from the case onto the
transmission. Capture any spillage.
3. Remove case (3, Figure 2-30) from filter head
(1).
4. Remove filter element (2) from head (1).
Remove O-rings (4 & 5).
5. Replace the element with a new element.

ASSEMBLY
1. Cover
2. Nut
3. Harness
4. Filter Assembly
5. Filter Head
6. Filter Element
7. Filter Case
8. Cover
9. ECMV Assembly
10. Bolt
11. Valve Plate
6. Wash head (1) and case (3) with light oil.

7. Install new O-rings (4 & 5). Insert element (2)
into case (3).
8. Install the case onto the head. Tighten the case
hand tight.
9. Install the assembled filter assembly onto the
valve seat. Tighten the mounting cap screws to
standard torque.
10. Tighten filter case (3) to 58 - 79 Nm (43 - 58 lb
ft).

1. Filter Head
2. Filter Element
3. Filter Case
F02022 10/11
4. O-Ring
5. O-Ring
F2-23
ECMV Identification
Disassembly
There are three different ECMV valves used for the

various clutches.
Use the table below to identify the different ECMVs.
Operated Clutch
Cover Bolt Type
Fill Switch
R, 1st, 2nd, L, M
hex head
with
3rd, H
hex socket head
with
Lock-up
hex socket head
without
Refer to Figure 2-18 for ECMV location on the transmission.
ECMV Removal
1. Remove the paint along the boundary between
fill switch assembly (16, Figure 2-31) and valve
body (1) at each ECMV to be removed.
2. Disconnect the electrical connectors for fill
switch assembly (16) and solenoid valve (9).
3. Remove the switch and solenoid connectors
from bracket (18).
4. Remove bolts (8, Figure 2-32) from ECMV
assembly (9, Figure 2-29). Separate the ECMV
assembly from valve plate (12, Figure 2-29).
NOTE: Protect valve plate (11, Figure 2-29) and the
valve mating surfaces by applying masking tape, etc.
Prevent dirt from entering the transmission by
covering all openings. Place all removed parts in
storage. Do not scratch parts when handling.
F2-24
1. Before disassembly, flush the ECMV and valve

seat. Paint at the corners of the mating surfaces
must be thoroughly removed.
Do not expose the solenoid connectors, fill

switch connectors, or harness to water, etc.
2. Remove solenoid connector (2, Figure 2-32).
Remove fill switch connector (3) from the
bracket. Loosen bolts (17). Gently remove fill
switch (16) and the bracket. Do not let spring
(15) fall out of place.
3. Remove cover plate (21, Figure 2-31). Remove
plug (13) by installing a cap screw in the tapped
hole for easier removal. Then, remove valve
spring (12), valve spool (11), and spring (15).
a. Examine valve body (1) spool (11) and
spring (15) for debris and other metallic particles. Clean the parts.
b. If foreign matter has lodged in the valves or
the pistons, or if their functional movement is
not smooth, recondition the valves with an oil
stone, etc.
4. Remove spring (6), shims (7), piston (5), and
valve (4). Check for any trapped foreign matter,
a seized spool, or roughness during motion. Set
shims (7) aside for installation.
5. Remove proportional solenoid valve (9).
10/11 F02022
FIGURE 2-31. ECMV ASSEMBLY

1. Valve Body
12. Spring
2. Plug
13. Plug
3. Plug
14. O-ring
4. Pressure Control Valve 15. Spring
5. Piston
16. Fill Switch
6. Spring
17. O-ring
7. Shim
18. Bracket
8. O-ring
19. Bolt
20. Washer
Valve
21. Cover Plate
10. Bolt
22. O-ring
11. Flow Detection Valve 23. Bolt
Spool
F02022 10/11
FIGURE 2-32. ECMV VALVE ASSEMBLY

1. Valve Body
2. Solenoid Connector
3. Fill Switch Connector
4. Pressure Control
Valve Spool
5. Load Piston
6. Spring
7. Shims
8. Bolt
10. Bolt
11. Flow Sensor Valve
12. Spring
13. Plug
15. Spring
16. Fill Switch
17. Bolt
18. Cover Plate
F2-25
Assembly
Inspect each part thoroughly and confirm that the
part is free from dirt, scratches, etc. Wash all parts
with solvent. Lubricate spools and plungers with a
small amount of transmission oil during assembly.
Spools and plungers must be reassembled into their
original valve body bores.
5. Install flow sensor valve (11) in valve body (1).

Ensure valve movement is smooth.
NOTE: When assembling the valve, ensure the valve

spools move smoothly in the bore.
7. Install spring (12) in the flow detecting valve.

Install O-ring (14) on plug (13) and install on the
valve body.
6. Set spring (15, Figure 2-31) in place. Install Oring (17) and position fill switch (16) and bracket
(18) on the valve body. Install two bolts (19) and
tighten to 27 - 34 Nm (20 - 25 lb ft).
8. Install cover plate (21) with bolts (23) and washers (20). Tighten the bolts to standard torque.
Assemble the components in a clean room or at a
workstation free from dirt, dust, and other contaminants.
1. Insert pressure control valve spool (4, Figure 232) into valve body (1). Ensure the valve movement is smooth by pushing the valve at both
ends.
2. Install solenoid valve (9) together with O-ring (8,
Figure 2-31). Install four bolts (10). Tighten the
bolts to 12 - 15 Nm (9 - 11 lb ft).
3. Place piston (5) inside spool (4). Ensure piston
movement is smooth.
4. Install shims (7) and spring (6) in the pressure
control valve. Install O-ring (22) in the valve
body.
9. Install connectors (2, Figure 2-32) and connectors (3) onto the bracket.
Installation
1. Ensure the ECMV mounting surfaces are free
from dirt/dust, scratches, etc.
2. Install O-rings at the three ports on the valve
seat.
3. Ensure the orifice is in place in pump port (4,
Figure 2-33). Not all ECMVs require an orifice.
Refer to Table 1 for orifice locations and sizes.
The standard number of shims is: . . . . . . . . . . 3.

Standard shim pack thickness: 0.6 mm (0.023 in.)
Individual shim thickness:. . . . 0.2 mm (0.008 in.)
NOTE: - Refer to Figure 2-32. When parts (1), (6),
(5), (4) and (9) are being reused, the same number of
shims removed during disassembly must be
reinstalled. When any of these parts have been
replaced, install the standard number of shims (3
ea.). The exact quantity required is determined when
the clutch pressure test is performed.
NOTE: - When only proportional solenoid valve (9) is
to be replaced, remove cover (18) and ensure spring
(6) has been positively set in place. There is a
possibility that the spring can be dislodged from the
valve end when the solenoid is removed.
F2-26
83673
FIGURE 2-33. ECMV ORIFICE INSTALLATION

1. Orifice
2. Drain Port
3. Clutch Port
4. Pump Port
4. Place the ECMV onto the valve seat. Install four

bolts (8, Figure 2-32), and tighten to 27 - 34
Nm (20 - 25 lb ft).
5. Connect and secure all electrical connectors.
10/11 F02022
TABLE 1. ECMV ORIFICE INFORMATION

ECMV
Orifice Size
Letter Stamp
Lockup Clutch
No orifice
Medium Clutch
4.5 mm
High Clutch
6 mm
Low Clutch
No orifice
3rd Clutch
6 mm
2nd Clutch
5 mm
1st Clutch
5.5 mm
Reverse Clutch
No orifice
6. Check clutch pressure for any ECMV that has

been disassembled for repairs.
After disassembly and/or parts replacement in

the pressure control valve, clutch oil pressure
must be checked and adjusted if necessary.
F02022 10/11
F2-27
TRANSMISSION FILTERS
The transmission filter elements must be replaced
every 500 hours of operation or sooner if the maintenance monitor indicates high restriction. This maintenance interval may be increased or reduced,
depending on operating conditions. The maintenance monitor will alert the operator of a filter restriction.
The two transmission filters are located on the outside of the right frame rail, ahead of the fuel tank. An
additional filter is located in the control valve assembly. Refer to ECMV Repair Procedure - Filter Cleaning Procedure.

lines. Tighten all connections before pressurizing the system. Pressurized hydraulic fluid can
injury and possible death. It is necessary to
immediately get proper medical treatment by a
physician familiar with this injury.
Service
Avoid contact with hot oil if the truck has been

operating. Avoid spillage and contamination!
3. Replace seal (3) in filter head.
FIGURE 2-34. TRANSMISSION CIRCUIT FILTER
Installation
(4) and tighten.
2. Replace plug (6), and O-ring (7).
1. Head Assembly
2. Indicator Switch
3. Seal
4. Bowl
5. Filter Element
6. Plug
7. O-Ring
8. Core Assembly
9. Bypass Valve

is not necessary and not recommended.
F2-28
10/11 F02022
COLD OIL FILTER RELIEF VALVE
TRANSMISSION SPEED SENSORS
Trucks that meet the -50C cold weather specification are equipped with an extra valve in the transmission filter circuit. The purpose of the valve is to
relieve high pressure oil when restriction in the filter
circuit exceeds 5585 kPa (810 psi). Refer to
Figure 2-35 for the location of the valve.
Speed sensors are installed to monitor the rpm of the

input, intermediate, and output gears of the transmission. The sensors generate a pulse voltage which
varies with the speed of the gear teeth passing the
sensor, sending a signal to the transmission controller. The input and intermediate shaft speed sensors
are located on the side of the transmission as shown
in Figure 2-36. The output speed sensor is located
above the output coupling on top of the main housing.
As the cold oil passes through the relief valve, the oil
warms. As the oil warms, there is less restriction in
the filter circuit and more oil flows through the filters
to the rest of the circuit.
Refer to the cold weather hydraulic schematic in Section R for a diagram of the filter circuit.
83676
FIGURE 2-36. TRANSMISSION SPEED SENSORS

Speed Sensor

Sensor
FIGURE 2-35. COLD OIL DIVERTER VALVE

1. Diverter Valve
2. Transmission
83677
FIGURE 2-37. OUTPUT SPEED SENSOR

Sensor
2. Output Case
The sensors must be adjusted correctly to ensure an

adequate electrical signal is generated. If necessary,
adjust as outlined in Adjustment Procedure.
F02022 10/11
F2-29
1. Disconnect electrical connector (1, Figure 238), loosen locknut (4), and remove the two cap
screws that secure the sensor. Observe the
location of the gear teeth through the sensor
mounting hole. For proper adjustment, the tip of
a gear tooth must be aligned with the sensor
hole as shown in Figure 2-39. If necessary,
reposition the gear.
2. Inspect the sensor for iron particles or other foreign material and clean, if necessary.
3. Reinstall the sensor. Turn the sensor clockwise
by hand until the tip just contacts the gear tooth.
4. Then, turn counterclockwise 2/3 of a revolution
to obtain the proper clearance of 0.9 0.2 mm
(0.035 0.008 in.). Tighten the locknut.
5. Reinstall the wire connector.
1. Engine Off:
the sight gauge (STOP) between H and L. This
level guarantees there is sufficient oil to safely
operate the transmission when the engine is off,
or when the transmission oil is cold.
Check the oil level again, as described below,
when the transmission oil reaches operating
temperature.
2. Engine On:
The oil level must be visible in the lower part of
the sight gauge (turtle) between H and L.
Check the transmission oil level with:
83674
FIGURE 2-38. TRANSMISSION SPEED SENSOR

1. Connector
2. Flange
0.9 0.2 mm
(0.035 0.008 in.)
3. Sensor
4. Locknut
the truck parked on a level surface,

the engine at low idle,
the transmission in NEUTRAL
the transmission oil at normal operating
temperature
83675
F2-30
10/11 F02022
TRANSMISSION OIL PRESSURE CHECK

Check transmission oil pressures as specified in
Table 1. Refer to Figure 2-40 for pressure port locations. Check the oil pressure every 500 hours. If oil
pressure is not within the specified criteria, a problem
exists and must be diagnosed.
TABLE 1. TRANSMISSION OIL PRESURE SPECIFICATIONS
Location
Lubrication Oil
Pressure
Torque Converter
Inlet Oil Pressure
Torque Converter
Outlet Oil Pressure
Oil Temperature
Engine rpm
Pressure Range
650
23 10 kPa (3.3 1.5 psi)
1500
172 60 kPa (25 9 psi)
Torque Converter Outlet Oil:

70-90 C (158-194 F)
1900
267 90 kPa (39 13 psi)
2100
304 100 kPa (44 15 psi)
Transmission Oil:
70-90 C (158-194 F)
650
580 100 kPa (84 15 psi)
1500
860 100 kPa (125 15 psi)

70-90 C (158-194 F)
1900
940 100 kPa (136 15 psi)
2100
990 100 kPa (144 15 psi)
Transmission Oil:
70-90 C (158-194 F)
650
460 100 kPa (67 15 psi)
1500
550 100 kPa (80 15 psi)

70-90 C (158-194 F)
1900
550 100 kPa (80 15 psi)
2100
550 100 kPa (80 15 psi)
Transmission Oil:
70-90 C (158-194 F)
650
3920 200 kPa (569 29 psi)
1500
4170 200 kPa (605 29 psi)
1900
4270 200 kPa (619 29 psi)
2100
4320 200 kPa (627 29 psi)
Transmission Oil:
70-90 C (158-194 F)
Main Oil Pressure

70-90 C (158-194 F)
F02022 10/11
F2-31
DETAIL A
83672
FIGURE 2-40. TRANSMISSION OIL PRESSURE PORTS

1. Lubrication Oil Pressure Port
2. Main Pressure Port
F2-32
3. Torque Converter Inlet Pressure Port

4. Torque Converter Outlet Pressure Port
10/11 F02022
TRANSMISSION AND TORQUE

CONVERTER TROUBLESHOOTING
The following pages contain charts which may be
used as a general guide to help diagnose and troubleshoot transmission and torque converter problems which may be encountered. Refer to Section D
for detailed troubleshooting procedures using system
fault codes to identify problems in the entire transmission control system.
Preliminary Checks
Prior to detailed troubleshooting, check for obvious
problems such as:
Is the transmission oil level correct?

Are the drive shafts broken or damaged?
Is the input shaft of the torque converter or
transmission broken?
Are the service brakes, parking brake or
retarder dragging?
Is there any physical damage to the
transmission or torque converter cases?
Is there any external oil leakage?
Are all electrical connectors tight?
Is there any damage to wiring harnesses?
Check truck speed
Are transmission clutch oil pressures
correct?
Is torque converter lock-up pressure
correct?
If inspection of the above items does not reveal an

apparent reason for the problems, continue with the
detailed troubleshooting procedures.
F02022 10/11
F2-33
PROBLEM
POSSIBLE CAUSES
ACTION
TRUCK DOES NOT MOVE:

Abnormal noise from pump or filter Restricted strainer
Truck does not move in any transmission range
Pump cavitating
Defective pump
Low main relief valve (torque converter

valve) pressure
Defective ECMV
Replace ECMV
Defective ECMV
Replace ECMV

Transmission clutch seized
Truck moves normally in certain
transmission ranges


Truck will not move when torque

converter temperature rises
Defective pump

Transmission set pressure too low:
Low at every speed range
Restricted strainers
Remove and clean strainers
Pump cavitating
Defective pump
Low main relief valve
Defective ECMV
Replace ECMV

Low at certain speed ranges


Gauge fluctuates violently
Restricted strainer
Pump cavitating
No oil flowing when pressure test

port plug is removed and engine
cranked
Defective pump drive (PTO)
Low modulating pressure
Defective ECMV
Replace ECMV
Low pump output pressure
Low main relief valve pressure
Adjust or repair or relief valve
F2-34
10/11 F02022
PROBLEM
POSSIBLE CAUSES
ACTION
TRUCK DOES NOT TRAVEL SMOOTHLY

Engine surging or lock-up lamp
flashing
Clutch seal ring worn
EXCESSIVE SHIFT SHOCK DURING GEAR CHANGE:

Shift shock is suddenly greater
than before or excessive compared to similar trucks
Defect or dirt in ECMV pressure control

valve spool and flow detector valve spool
Replace ECMV
Defective ECMV proportional solenoid
TRANSMISSION DOES NOT UPSHIFT

Does not shift up or shifts up only Damaged or slipping lockup clutch
on downgrade
Defective operation of selector valve of
clutch not shifted up
Does not shift up under any conditions
Defective seal ring of clutch not shifted up

TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES:

NOTE: Make the following checks prior to diagnosing problems below:
Abnormal noise from pump or filter

high

low
Engine high idle speed

Torque converter stall speed
Truck travel speed
Transmission clutch oil pressure
Torque converter lockup oil pressure
Main relief pressure
Restricted strainer
Pump cavitating
Defective pump

relief valve
Engine horsepower low
Repair engine as required
Defective torque converter freewheel
Restricted strainer
Pump cavitating
Defective pump
Restricted strainer
Pump cavitating
Transmission set pressure is low:

Low at all speed ranges, stall
speed is high
Gauge fluctuates excessively

Low after lockup engages
F02022 10/11
Refer to Torque Converter Oil Pressure Is Low
F2-35
PROBLEM
POSSIBLE CAUSES
ACTION
TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES (Continued):
Torque converter inlet pressure
low (transmission set pressure
normal)

relief valve
Iron and aluminum particles stuck Defective torque converter freewheel

to strainer and case drain plug
Pressure at pump outlet port is

low
Oil pressure drops as temperature rises
Defective pump
TORQUE CONVERTER OIL TEMPERATURE IS HIGH:

Abnormal noise from pump when Restricted strainer
oil temperature is low
Pump cavitating

Both high and low idle speed is

too low

leakage
Torque converter outlet oil pressure is too low

leakage
Torque converter inlet oil pressure is too low
Torque converter relief valve defective
Adjust, repair or replace torque converter relief valve
Restricted strainer
Pump cavitating
Pump defective
Transmission modulation pressure too low
TORQUE CONVERTER OIL PRESSURE IS LOW:

Restricted strainer
Abnormal noise from pump
Pump cavitating
Low oil pressure between pump

and relief valve
Pump defective
Drop in set pressure of torque converter

relief valve

relief valve

leakage

Transmission oil pressure and
lockup oil pressure normal, but
leakage
torque converter inlet pressure is
low
Low torque converter inlet oil

pressure
F2-36
10/11 F02022
TRANSMISSION REMOVAL
1. Thoroughly clean all components in the area of
the transmission, pumps and drivelines.
2. Park the truck on a hard, level surface. Chock
the wheels and apply the parking brake. Raise
the dump body and install the body retention
cable. Move the hoist lever to the FLOAT position to put the weight of the dump body on the
cable. Place the lever in HOLD.
The dump body must be raised and the safety

cable in place. DO NOT work under a raised
dump body unless the body safety cable is
installed. If the hydraulic pump or engine is inoperative, raise the dump body with a crane to allow
retention cable installation.
3. Turn the key switch OFF. Allow the steering
accumulators to depressurize. Turn the steering
wheel and verify no wheel movement occurs.
4. Bleed the brake system accumulators. Open
the needle valves located on the brake manifold
in the hydraulic cabinet. Allow all pressure to
purge to the tank. Close the valves after pressure has been relieved.
5. Remove the transmission guard.
hydraulic tank is 153 l (41 gal).
7. Drain the hydraulic tank. The capacity of the
hydraulic tank is 900 l (238 gal). If the oil is to be
reused, use clean containers that are free of
contamination.
8. Tag and disconnect transmission control and
sensor wiring connectors.
9. Tag and remove hydraulic hoses (2, Figure 241) at the hydraulic pumps mounted on Power
Take-Off (PTO) (1) and the transmission. Cap
all hoses and ports to prevent contamination.
Secure loose hoses to the frame to allow clearance for transmission removal.
F02022 10/11
FIGURE 2-41. HYDRAULIC LINES

1. PTO
2. Hydraulic Hoses
10. Remove the front and rear driveshaft guards.

11. Remove the front and rear drive shaft assemblies. Refer to Drive Shafts, in this section, for
instructions.
12. Remove cap screws and washers (3) for the
front trunnion mounts.
13. Remove cap screws and washers (5) at the rear
mounts.
15. Verify that all wire harnesses and hydraulic lines
have been removed. Carefully lift the assembly
from the truck.
16. Remove the transmission filter elements and
inspect.
F2-37
TRANSMISSION INSTALLATION
NOTE: Check the vibration dampener for wear,
damage or deterioration before transmission
installation. Replace any rubber cushions or
dampeners in doubtful condition. Refer to Section C,
Engine for information on the driveline adapter and
dampener.
Failure to properly secure the dump body may

cause serious injury or death. If it is necessary to
work beneath a raised dump body, install the
body retention cable. Inspect the cable regularly
and replace as necessary.
7. Align the engine and transmission. Refer to

Section F5, Drive Shafts - Front Drive Shaft
Alignment.
Proper alignment of the engine and transmission

is necessary to prevent premature driveline failures. The alignment must be checked whenever
the transmission, engine or engine damper has
been removed or replaced. Other repairs that disturb driveline alignment will require adjustment,
as well.
1. Clean the filter housings and install new elements.

3. Install the cushions and mounting brackets to
the rear mounting pins.
Check the orientation of the cushions. The inner
diameter of each cushion is chamfered at both
ends. One end has a 2 mm (0.08 in.) chamfer
and the opposite end has a 4 mm (0.16 in.)
chamfer. Orient the 4 mm chamfer facing the
transmission as shown in Figure 2-43.
Check the orientation of the rear mounting
brackets. The brackets must be properly oriented to prevent damage to the powertrain.
The 46 mm (1.8 in.) dimension represents the
top of the bracket and must face upward during
installation as shown in Figure 2-44.
4. Install the cushions and pins at the front
mounts.
5. Lift the transmission into place on the truck.
6. Install four shims below each rear mounting
bracket. Install four shims below each front
mounting pin.
Rear Shim (1 mm) - p/n (562-16-22140)
Front Shim (1 mm) - p/n (568-16-12120)
FIGURE 2-42. TRANSMISSION INSTALLATION

2. Trunnion Support
4. Transmission
Assembly
F2-38

6. Driveline Guard
7. Rear Drive Shaft
10/11 F02022
8. After aligning the front drive shaft, install cap

screws and washers (3, Figure 2-42) for the
front trunnion. Tighten the cap screws to standard torque.
9. Install cap screws (5) at the rear mounts.
10. Install front drive shafts (1) and rear drive shaft
(7). Refer to Section F, Drive Shafts, for installation instructions.
11. Install the front driveline guard and rear driveline
guard (6).
12. Remove the protective caps from the transmission hoses and ports. Install new O-rings for all
fittings and hoses. Coat the O-rings with petroleum grease to secure in position during assembly. Install the hoses.
13. Reconnect the wiring harness connectors to the
transmission controls and sensors.
FIGURE 2-43. CUSHION ORIENTATION

1. Cushion
2. Mounting Pin
3. 4 mm Chamfer
4. 2 mm Chamfer
FIGURE 2-44. TRANSMISSION REAR MOUNTING BRACKET
F02022 10/11
F2-39
14. Verify all hoses and connectors have been

installed. Install the transmission guard under
the transmission.
15. Remove the body retention cable and lower the
body to the frame. It may be necessary to
slightly lift the body with an overhead crane to
relieve tension on safety cable.
16. Verify new transmission filter elements have
been installed.
Oil must be visible in the upper part of the sight
gauge, between the H and L marks.
NOTE: Check the oil level again after the engine has
been started and the oil has reached operating
temperature. Refer to Transmission Oil Level Check
in this chapter.
18. Loosen the suction lines on the hydraulic pumps
to purge trapped air. Refer to Section L,
Hydraulic System, for instructions. Tighten the
clamps securely after all air has been purged.
19. Start the engine and check for hydraulic leaks.
20. Allow the transmission oil to reach normal operating temperature. Recheck the transmission oil
level. Refer to Transmission Oil Level Check in
this chapter.
21. Operate the truck to verify proper operation of
transmission and controls.
F2-40
10/11 F02022
SECTION F3
TRANSMISSION OIL COOLER & STRAINERS
INDEX
TRANSMISSION OIL COOLER & STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3

TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
TRANSMISSION OIL STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4
F03009
Transmission Oil Cooler & Strainers
F3-1
NOTES
F3-2
F03009
TRANSMISSION OIL COOLER & STRAINERS

TRANSMISSION OIL COOLER
Removal and Installation
Transmission oil cooler (1, Figure 3-1) and brake circuit oil cooler are contained in a combined unit. The
unit is located at the rear of the radiator.
Refer to Section C, Cooling System for removal and

installation procedures.
If a leak occurs in the brake cooler, antifreeze may

contaminate the transmission oil and/or transmission
oil may contaminate the engine cooling system.
If the engine coolant is contaminated with oil, the
system must be examined for leaks and corrected.
The system must then be flushed to remove oil contamination and refilled with a clean coolant solution.
If cross contamination is suspected in the brake
cooler, the transmission oil must be examined, immediately. Ethylene glycol, even small amounts, will
damage clutch plates. Contact your Komatsu distributor for ethylene glycol detection test kits.
Repair
Repairs to Section C, Cooling System for information
on oil cooler repair.
TRANSMISSION OIL STRAINER

The transmission oil pan contains magnetic strainers.
They must be removed and cleaned every 1000
hours of operation.
If ethylene glycol is found in the transmission oil, the

transmission must be removed and completely disassembled. The transmission must be cleaned and
examined. All friction-faced clutch plates must be
replaced.
FIGURE 3-2. MAGNETIC STRAINER

INSTALLATION
1. Magnetic Strainer
2. O-ring
3. Cover
4. Washer
5. Cap Screw
FIGURE 3-1. OIL COOLERS

2. Brake Cooler
3. Coolant Inlet
4. Coolant Outlet
5. Orifice Check Valve
6. Brake Oil Inlet Hoses
F03009
7. Transmission Oil Outlet Hose

8. Transmission Oil Inlet
Hose
9. Brake Oil Outlet Hoses
F3-3
Removal
transmission is approximately 153 liters (41
gal).
2. Remove cap screws (5, Figure 3-2) and cover
(3).
3. Remove magnetic strainer (1) and inspect.
FIGURE 3-3. MAGNETIC STRAINER

Careful inspection of the oil pan interior, drained
oil, and screen/magnets immediately after
removal can provide valuable information regarding the condition of the transmission internal
components. Perform the following inspections
prior to cleaning.
Inspection
1. Screen Element
2. Black Foreign Matter
(non-metallic)
3. Magnets
4. Iron Particles
Installation
Inspect the oil pan and drained oil. Check internal

metal parts in the screen for a clogged or fouled
condition with metallic particles. When the
amount of foreign material has significantly
increased compared to previous inspections, an
internal failure probably exists. Immediate
corrective action is required.
Black foreign material (2, Figure 3-3) in the
screen element* indicates clutch disc wear.
When the clogged area reaches approximately
10 mm (0.40 in) in width and about 60 mm (2.4
in) around the circumference, transmission repair
is considered necessary within 200 operating
hours. If the clogged area is more extensive,
immediate repair is necessary.
1. Install each magnetic strainer (1, Figure 3-2)

into the transmission oil pan.
2. Install new O-rings (2) in the cover. Install the
cover using cap screws (5) and washers (4).
Lubrication And Service, for oil specifications.
If all magnets are fouled with iron particles,

internal metal parts have worn excessively and
may be damaged. Immediate repair is necessary.
NOTE: Check the oil pan interior and drained oil for
foreign material or for metallic powder.
If a large amount of metallic debris is found in an
oil sample, immediate action is necessary.
Record small or trace amounts and check at the
next interval for a trend.
Contamination of oil by water or anti-freeze is
considered serious. Record trace amounts to
determine a trend. If a large percentage of
content is found in an oil sample, check the oil
cooler for leakage. Repair the source of the leak
and rebuild the transmission.
F3-4
F03009
SECTION F5
DRIVE SHAFTS
INDEX
DRIVE SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3

FRONT DRIVE SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
FRONT DRIVE SHAFT ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-5
REAR DRIVE SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-9
F05012
08/10
Drive Shafts
F5-1
NOTES
F5-2
Drive Shafts
08/10
F05012
DRIVE SHAFTS
The front drive shaft is located between the engine
and the transmission. The rear drive shaft is located
between the transmission and the rear axle. The two
drive shafts differ in length and design. The front
drive shaft is a fixed length. The rear drive shaft has
a slip-joint to permit oscillation of the rear axle.
Removal and installation procedures for each drive
shaft are similar.
Disassembly
1. Remove cap screws (4, Figure 5-1) securing
the U-joints at each end of the drive shaft.
2. Remove the U-joints. Inspect the assemblies for
seized and damaged bearings.
NOTE: Do not disassemble the U-joints. If the
bearings require replacement, replace the entire
assembly as a unit.
FRONT DRIVE SHAFT

3. Inspect all parts for wear and damage. If either
the tube or yoke must be replaced, replace with
a new, balanced drive shaft.
Removal
4. Remove the grease fittings. Ensure all grease

passages are clear.
Chock the wheels securely before removing the
drive shafts.
5. Clean all parts (except the U-joint) in clean solvent and blow dry with compressed air.
1. Remove the front drive shaft guards.

2. Remove and tag any wiring or hoses which may
interfere with removal.
Assembly
3. Attach an appropriate lifting sling and a hoist to

the front drive shaft. The weight of the drive
shaft is approximately 80 kg (176 lb).
1. Install each U-joint to the drive shaft ends.

Install cap screws (4, Figure 5-1) and tighten to
192 10 Nm (142 7 lb ft).
4. Remove four cap screws (2, Figure 5-1) at each

U-joint. Remove the drive shaft from the truck.
NOTE: Due to limited space, these cap screws must

be properly tightened before the drive shaft is
installed.
2. Install the grease fittings. Lubricate the bearings
with multi-purpose grease. Refer to Section P,
Lubrication and Service, for grease specifications.
FIGURE 5-1. FRONT DRIVE SHAFT

INSTALLATION
2. Cap Screws
3. Engine Output
F05012
08/10
4. Cap Screws
5. Transmission Input
Drive Shafts
F5-3
Installation
When the engine, transmission, torque converter

or front drive shaft has been removed, it is necessary to check the alignment between the
engine and the transmission. Refer to Front Drive
Shaft Alignment in this section for instructions.
NOTE: Ensure the U-joint to drive shaft cap screws

(4, Figure 5-1) have been properly tightened prior to
installing the drive shaft. Refer to Front Drive Shaft Assembly.
the front drive shaft. The weight of the drive
2. Lift drive shaft (1, Figure 5-1) into position
between the engine and the transmission. Align
the U-joints with the drive flanges.
3. Apply TB1174 thread lock to the threads of cap
screws (2). Install the cap screws at each end of
the drive shaft. Tighten the cap screws to 176
20 Nm (130 15 lb ft).
4. Install the drive shaft guards.
5. Install any wiring or hoses removed to gain
access to drive shaft.
F5-4
Drive Shafts
08/10
F05012
FRONT DRIVE SHAFT ALIGNMENT

Proper alignment of the front drive shaft is necessary
to prevent premature driveline failures. The drive
shaft must be aligned whenever the transmission,
engine or engine damper has been removed or
replaced. Other repairs that disturb driveline alignment will require adjustment, as well.
A quantity of two alignment tools are necessary to
perform the procedure. One of the tools is to be
mounted on the torque converter input, and the other
on the engine output (damper). Refer to Section M,
Special Tools, for the appropriate part number.
FIGURE 5-3. ALIGNMENT TOOL INSTALLED ON

TORQUE CONVERTER
1. Alignment Tool
2. Torque Converter
2. Install the other alignment tool on the torque

converter input coupling. Refer to Figure 5-3. If
the transmission is not installed in the truck, the
tool may be installed before transmission installation.
FIGURE 5-2. ALIGNMENT TOOL INSTALLED ON

DAMPER
1. Engine Damper
2. Alignment Tool
1. Install alignment tool (2, Figure 5-2) on the

engine damper coupling. If the engine is not
installed in the truck, the tool may be installed
before engine installation.
FIGURE 5-4. ALIGNMENT TOOLS INSTALLED
1. Torque Converter Input 2. Engine Output
F05012
08/10
Drive Shafts
F5-5
3. If not installed, install the transmission and/or

engine.
Install the hardware for the engine mounts and
tighten to standard torque before proceeding.
Keep the transmission mounts loose until
adjustments are complete.
4. The transmission must be properly shimmed
before measuring driveline angles. Verify that
four shims are installed at each rear mount and
four shims at each front mount. Install missing
shims as necessary.
Rear Shim (1 mm) - p/n (562-16-22140)
Front Shim (1 mm) - p/n (568-16-12120)
FIGURE 5-6. COUPLING ADJUSTMENT

1. Cover
2. Coupling
FIGURE 5-5. MEASURING MISALIGNMENT
5. Adjust the coupling so that the dust cover is no

more than 19 mm (0.75 in.) from the face of the
damper cover. Refer to Figure 5-6.
6. Obtain a straight edge long enough to span the
gap between the two tools, as shown in
Figure 5-5. Use a small ruler to measure the
gap between the straight edge and the tools.
Measure in four places as specified in Figure 57. Record the measurement at each location.
7. Determine the necessary adjustments by using

the formulas below. There are two formulas, a
top view formula and a side view formula. The
top view formula is used to calculate the sideto-side adjustment. The side view formula is
used to calculate the vertical adjustment. Refer
to Figure 5-7 for reference.
Formulas Top View: (A + B) / 2 = 3 mm max.
Side View: (C - D) / 2 = 3 mm max.
F5-6
Drive Shafts
08/10
F05012
Example Measurements: A = 3 mm B = 7 mm
Side view formula: (20 - 6) / 2 = 7 mm
C = 20 mm D = 6 mm
The quotient of 7 mm in this example is 4 mm

over the allowable maximum of 3 mm. Use a
hoist to lift the transmission enough to install
shims (2, Figure 5-8) below mounting pins (1).
A general guideline to follow is to divide the difference by two. This is the number of shims to
install. Since the difference in this example is 4
mm, install two shims at each front mount.
Top view formula: (3 + 7) / 2 = 5 mm

The quotient of 5 mm in this example is 2 mm
over the allowable maximum of 3 mm. Loosen
the cap screws at the front transmission mounts
and remove the locking plates. Use a hoist to
move the transmission 2 to 5 mm towards the
center of the truck. Moving the transmission 2 to
5 mm would result in a quotient of 3 mm or less,
meeting the specification.
NOTE: DO NOT install additional shims at the rear

mounts. Adjust the transmission height by shimming
the front mounts, only.
NOTE: Keep the shafts parallel when adjusting the

position of the transmission.
FIGURE 5-7. MEASURING DRIVE LINE ANGLES
F05012
08/10
Drive Shafts
F5-7
REAR DRIVE SHAFT

Removal
Chock the wheels securely before removing the

drive shafts.
1. Remove the rear drive shaft guard.
2. Remove and tag any wiring or hoses which may
interfere with drive shaft removal.
the rear drive shaft. The weight of the drive
FIGURE 5-8. INSTALLING SHIMS - FRONT

1. Mounting Pins
4. Remove four cap screws (2, Figure 5-9) at each

U-joint. Remove the drive shaft from the truck.
2. Shims
8. Recheck the measurements. Adjust the position

of the transmission as necessary to meet the
specifications.
9. Install the locking plates to the transmission
mounts and tighten the cap screws to standard
torque.
10. Install the drive shaft. Refer to Front Drive Shaft
- Installation in this chapter.
FIGURE 5-9. REAR DRIVE SHAFT INSTALLATION

1. Rear Drive Shaft
2. Cap Screws
3. Drive Shaft Cap
Screws
F5-8
Drive Shafts
4. Transmission Output
5. Final Drive Input
08/10
F05012
Disassembly
Installation

the U-joints to each end of the drive shaft.
Inspect the assemblies for seized or damaged
bearings.
NOTE: Ensure the U-joint to drive shaft cap screws

(3, Figure 5-9) have been properly tightened prior to
installing the drive shaft. Refer to Rear Drive Shaft Assembly.
NOTE: Do not disassemble the U-joints. If the

bearings require replacement, replace the entire
assembly as a unit.

the rear drive shaft. The weight of the drive
2. Lift the rear drive shaft into position between the
transmission and the rear axle. Position the
drive shaft as shown in Figure 5-10. The larger
diameter female end of the drive shaft attaches
to the transmission. The smaller diameter male
portion of the drive shaft attaches to the rear
axle.
2. Match mark the drive shaft halves for proper orientation during assembly. This is done to maintain the balance on the shaft.
3. Inspect all parts for wear and damage. If either
the tube or the yoke must be replaced, replace
with a new, balanced drive shaft.
4. Remove the grease fittings. Ensure all grease
passages are clear.
3. Apply sealant (09940-00030) to cap screws (2).

Install the eight cap screws and tighten to 382
38 Nm (282 28 lb ft).
5. Clean all parts (except the U-joints) in clean solvent and blow dry with compressed air.
4. Install the drive shaft guard.

5. Install any wiring or hoses that were removed to
gain access to the drive shaft.
Assembly
1. Lubricate the splines of the drive shaft with
multi-purpose grease. Carefully slide both
shafts together using the alignment marks from
disassembly.
2. Install the U-joint at each end of the drive shaft.
Tighten cap screws (3, Figure 5-9) to 397 20
Nm (293 15 lb ft).
NOTE: Due to limited space, these cap screws must
be properly tightened before the drive shaft is
installed.
3. Install the grease fittings. Lubricate the bearings
with multi-purpose grease. Refer to Section P,
Lubrication and Service, for complete grease
specifications.
F05012
08/10
FIGURE 5-10. DRIVE SHAFT ORIENTATION

1. Transmission Output
2. Female Slip-Joint
Drive Shafts
3. Male Slip-Joint
4. Differential Coupling
F5-9
NOTES
F5-10
Drive Shafts
08/10
F05012
SECTION F8
TORQUE CONVERTER REBUILD
INDEX
TORQUE CONVERTER REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-3

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-3
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-5
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-7
PTO COVER DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-15
CLEANING & INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-16
TABLE I. COMPONENT WEAR LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-17
TABLE II. Gear Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-17
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-18
ONE-WAY CLUTCH ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-19
STATOR BEARING PRE-LOAD ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-21
PTO DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-25
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-30
F08003 4/09
Torque Converter Rebuild
F8-1
NOTES
F8-2
4/09 F08003
TORQUE CONVERTER REBUILD

The following information provides instructions for
removing the torque converter from the transmission,
torque converter rebuild, and reinstalling the torque
converter. Refer to Section F2, Torque Converter
and Transmission, for instructions on removing the
transmission/torque converter from the truck.
Special tools for aiding in torque converter and
transmission rebuild are listed at the end of this
chapter in Special Tools.
4. If the transmission is to be disassembled,

remove the cap screw on the output shaft and
remove drive shaft flange (5, Figure 8-2).
5. Remove cover (4) from the ECMV valve assembly.
6. Disconnect inlet pressure sensor (2) and outlet
pressure sensor (3).
Unless otherwise specified, use standard torque

specifications for fasteners. Refer to Section A5
for standard torque specifications.
REMOVAL
1. Remove the transmission and torque converter
from the truck. Refer to Transmission Removal
in Section F2 for instructions.
2. Thoroughly clean the transmission and torque
converter to remove any dirt accumulation.
3. Remove hydraulic pumps (2, 3, 4, & 5, Figure 81). Remove trunnion (6).
FIGURE 8-2. SENSOR WIRING
1. Torque Converter
2. Inlet Pressure Sensor
3. Outlet Pressure Sensor
4. ECMV Cover
5. Output Flange
7. Disconnect lubrication tubes (1, Figure 8-3) and

remove.
8. Remove cap screws (2) securing main relief
valve (3). Remove the valve with the lockup
accumulator attached.
9. Remove cap screws (2, Figure 8-4) that secure
torque converter regulator valve (1). Remove
O-rings (3).
10. Remove cap screws (4) that secure valve seat
(5) to the housing. Remove the valve seat and
O-ring (6).
FIGURE 8-1. HYDRAULIC PUMPS

1. Torque Converter
2. Hoist Pump
3. Steering/Brake
Pump
F08003 4/09
6. Trunnion
F8-3
11. Install lift plates (8, Figure 8-5) at each of the

three pump mounts. Refer to Special Tools at
the end of this chapter for instructions on fabricating lift plates. Insert bolts (6) (p/n 0101081260) into the tapped pump mounting bosses
and tighten to 110 Nm (81 lb ft). Install a lift
eye (7) (p/n 04530-12438) in each lift plate and
attach to appropriate lifting chains and a hoist.
The weight of the assembly is approximately
3160 kg (6967 lb).
12. Vertically lift the transmission/torque converter
assembly over an oil drain pan. Install blocking
to support the assembly.
13. Remove cap screws (5) securing the torque
converter to the transmission housing.
FIGURE 8-3. VALVES

1. Lubrication Tubes
2. Cap Screws
3. Main Relief and Converter Relief Valve

4. Regulator Valve
14. Carefully lift the torque converter off of the

transmission input shaft. Move the torque converter to a repair area.

REGULATOR
1. Regulator Valve
4. Socket Head Cap
2. Cap Screw and
Screw
Washer
5. Valve Seat
3. O-Rings
6. O-ring
F8-4
4/09 F08003
INSTALLATION
1. Vertically position the transmission with the
input shaft upward, as shown in Figure 8-6. The
weight of the transmission is approximately
2270 kg (5000 lb).
FIGURE 8-5. TORQUE CONVERTER REMOVAL

1. Oil Drain Pan
2. Blocking
3. Transmission
4. Torque Converter
5. Cap Screws and
Washers
6. Bolt
7. Lift Eye
8. Lift Plate

INSTALLATION
1. Seal Rings
Shaft
3. Torque Converter
F08003 4/09
4. Cap Screws and

Washers
5. Nuts and Washers
6. O-Ring
F8-5
2. Install lift plates at each of the three pump

mounts on the torque converter. Insert bolts (p/n
01010-81260) into the tapped pump mounting
bosses. and tighten to 110 Nm (81 lb ft). Install
a lift eye (p/n 04530-12438) in each lift plate
and attach to appropriate lifting chains and a
hoist. The weight of the torque converter is
3. Install seal rings (1, Figure 8-6) onto the transmission input shaft at five locations. Apply
petroleum jelly to the seals.
6. Install cap screws with washers (4). Install nuts

and washers (5) onto the studs. Tighten to standard torque.
NOTE: There are 10 nuts and 12 cap screws
required.
7. Install new O-rings (2, 3 & 4, Figure 8-8) into
the grooves of the oil passages. Apply petroleum jelly to the O-rings.
4. Install O-ring (6) onto the converter housing.

Install O-rings (2, Figure 8-7) in the grooves of
the oil passages on the front face of transmission case (1). Apply petroleum jelly to the Orings to aid in assembly.
FIGURE 8-8. VALVE SEAT MOUNT

1. Torque Converter
2. O-rings
3. O-rings
4. O-rings
8. Install main relief valve (3, Figure 8-3) over the

oil passages on the top surface of the torque
converter housing. Ensure the O-rings remain
in place.
FIGURE 8-7. TRANSMISSION CASE FACE
2. O-Rings
5. Raise torque converter (3, Figure 8-6) and position over transmission input shaft (2). Carefully
lower the assembly while aligning the splines in
the converter stator with the splines on the
transmission shaft.
F8-6
9. Install cap screws (2) that secure the valve to

the torque converter. Tighten to 66 7 Nm (49
5 lb ft).
10. Install valve seat (5, Figure 8-4) and a new Oring (6) onto the torque converter housing.
Apply petroleum jelly to the O-rings. Install cap
screws (4) and tighten to 110 12 Nm (81 9
lb ft).
4/09 F08003
11. Install O-rings (3) between the valve seat and

the valve body. Apply petroleum jelly to the Orings. Place regulator valve (1) into position.
Install cap screws and washers (2). Tighten the
3. Position the torque converter assembly with the

input flange upward. Remove the flange
retainer cap screw. Remove holder (1, Figure 810). Lift input flange (2) off the input shaft
splines.
12. Install lubrication lines (1, Figure 8-3).

13. Connect the inlet and outlet pressure sensors to
the electrical harness.
14. Install cover (4, Figure 8-2) on the control valve
assembly.
15. Install trunnion (6, Figure 8-1).
16. Install hydraulic pumps (2, 3, 4, & 5).
17. If removed, install drive shaft flange (5,
Figure 8-2) and the cap screw that secures the
flange.
18. Install the transmission assembly in the truck.
Refer to Section F2, Transmission Installation
for instructions.
FIGURE 8-10. DRIVE FLANGE REMOVAL

1. Holder
2. Input Drive Flange
DISASSEMBLY
1. Place a container under the torque converter to
capture oil when the converter is drained.
Approximate capacity is 45 - 55 l (12 - 15 gal).
2. Remove two cap screws (2, Figure 8-9) and
drain oil from pump (1) and the stator.
10. Remove snap ring (1, Figure 8-11) securing

retainer (3) to the housing.
11. Install pusher bolts into tapped holes (2).
Remove retainer (3) from the front housing.
FIGURE 8-9. DRAINING OIL

1. Pump
2. Cap Screws
FIGURE 8-11. RETAINER REMOVAL
1. Snap Ring
2. Tapped Hole
F08003 4/09
3. Retainer
4. Input Shaft
F8-7
12. Remove pump drive cover (1, Figure 8-12) cap

screws and washers (5). Install lift plate (3) on
pump mounting boss using p/n 01010-81260
bolts. Install lift eye (p/n 04530-12438) and
attach to lifting chains and a hoist. Lift the
assembly out of the Power Take Off (PTO)
housing.
NOTE: Refer to Special Tools at the end of this
chapter for information on lift plate fabrication.
FIGURE 8-13. CASE DISASSEMBLY

1. Cap Screws &
Washers
2. Tapped Hole
3. Cover
4. Round Nut
16. Remove six cap screws (1, Figure 8-14) located

inside the housing.
FIGURE 8-12. PUMP DRIVE GEAR REMOVAL
1. Cover
2. Cap Screw
3. Lift Plate
4. Lift Eye
5. Cap Screw and
Washer
13. Repeat the previous step for the remaining

pump drives.
14. Remove cap screws (1, Figure 8-13) retaining
the front housing to the rear housing.
NOTE: There are a total of 21 cap screws. Six cap
screws are located internally, as shown in Figure 814.
15. Remove cover (3). Loosen round nuts (4) on the
gear shafts using tool - p/n 790-102-1891.
FIGURE 8-14. INSIDE CAPSCREW REMOVAL

1. Cap Screws
F8-8
2. Front Housing
4/09 F08003
17. Insert pusher bolts in tapped holes (2, Figure 813).

18. Attach lift eyes to front housing (1, Figure 8-15).
Carefully lift the front housing off rear housing
(2) while tightening the pusher bolts.
21. Remove 14 cap screws (2, Figure 8-17). Insert

removed cap screws in tapped holes to push
shaft (1) out of assembly.

1. Shaft
2. Cap Screws
FIGURE 8-15. FRONT HOUSING REMOVAL

1. Front Housing
2. Rear Housing
22. Remove snap ring (2, Figure 8-18).
19. Install a lift eye in the tapped hole in input shaft

(1, Figure 8-16).
23. Remove the spacer. Tap the end of turbine

shaft (1) to remove from the assembly.
20. Attach lifting chains and a hoist and lift the

clutch assembly out of the rear housing.
FIGURE 8-18. SNAP RING REMOVAL

1. Turbine Shaft
2. Snap Ring
FIGURE 8-16. CLUTCH ASSEMBLY REMOVAL

1. Input Shaft
F08003 4/09
2. Clutch Housing
F8-9
24. Remove 36 cap screws (2, Figure 8-19).

25. Install lift eyes, lifting chains and a hoist to housing (1). Lift the housing from the case.
FIGURE 8-19. HOUSING REMOVAL

1. Housing
2. Cap Screws
26. Lift piston (1, Figure 8-20) out of housing (2).
FIGURE 8-21. CLUTCH DISASSEMBLY

1. Clutch Disc
2. Clutch Plate
28. Straighten the tabs on the nut retainer to unlock

the nuts.
29. Use special tool (p/n 792-335-1300) to remove
the stator bearing retainer nuts.
FIGURE 8-20. PISTON REMOVAL

1. Piston
2. Housing
FIGURE 8-22. NUT REMOVAL TOOL
27. Remove three lockup clutch discs (1, Figure 821) and two plates (2).
F8-10
1. Bearing Retainer
Nuts
2. Special Tool
4/09 F08003
33. Install pusher bolts in tapped holes (1, Figure 825). Tighten the bolts and remove retainer (2).
Remove the bearing outer race from the
retainer.
FIGURE 8-23. STATOR REMOVAL

1. Stator
2. Rear Housing
30. Grasp stator (1, Figure 8-23) and the bearing

assembly. Lift out while rotating clockwise.
1. Tapped Hole
2. Retainer
31. Remove 16 stator mounting cap screws (2,

Figure 8-24).
32. Remove stator (1).
34. Using an appropriate sized rubber mallet, lightly

tap the free-wheel assembly and remove.
FIGURE 8-24. STATOR DISASSEMBLY

FIGURE 8-26. FREE-WHEEL REMOVAL
1. Stator
F08003 4/09
1. Driver Tool
2. Free-Wheel
F8-11
35. Tap plate (3) with a mallet. Remove the plate

together with outer race (1, Figure 8-27).
FIGURE 8-27. OUTER RACE REMOVAL

1. Outer Race
2. Race
FIGURE 8-29. NUT REMOVAL
3. Plate
1. Special Tool
36. Remover inner race (1, Figure 8-28) from the

splined shaft.
2. Nut
38. Remove two cap screws (1, Figure 8-30) from

the transmission end of the shaft.
FIGURE 8-28. INNER RACE REMOVAL

1. Inner Race
2. Retainer Nut
FIGURE 8-30. BEARING ACCESS HOLES

1. Cap Screw
37. Use special tool (1, Figure 8-29) (p/n 792-3351400) to remove bearing retainer nut (2).
2. Shaft
39. Insert two bars into the bolt holes.

Bar dimensions: 8 mm (0.31 in.) diameter, 160
mm (6.3 in.) length (or longer)
F8-12
4/09 F08003
40. Tap the end of the bars evenly to remove the

bearings from the shaft.
42. Remove retainer (3) and plate (2). Remove
outer bearing race (4) from the retainer.

1. Shaft
FIGURE 8-31. PUMP DISASSEMBLY

1. Cap Screws
2. Plate
3. Retainer
2. Cap Screws
45. Remove cover mounting cap screws (2,

Figure 8-33) and remove cover (1). Discard the
O-ring sealing the cover to the housing.
4. Bearing Outer Race

5. Pump
NOTE: Do not remove shaft (1, Figure 8-32) unless it

is necessary to replace the shaft or the rear housing.
43. If shaft removal is necessary, remove 13 cap
screws (2, Figure 8-32).
44. Support the rear housing on wooden blocks to
prevent damage to shaft threads. Use a hammer to drive shaft (1) out.
FIGURE 8-33. COVER REMOVAL
1. Cover (w/ O-ring)
2. Cap Screws
3. Nut
4. Snap Ring
5. Plate
6. Bearing
7. Gear
46. Remove mounting cap screw (1, Figure 8-34)

and remove holder (2) from the gear.
F08003 4/09
F8-13
FIGURE 8-36. BEARING REMOVAL

FIGURE 8-34. GEAR HOLDER REMOVAL
1. Cap Screw
1. Bearing
2. Holder
47. Use a rubber mallet to tap the end of the gear

shaft. Remove from the bore of the bearings in
the front housing as shown in Figure 8-35.
2. Front Housing
49. Remove nut (3, Figure 8-33) using special

wrench, p/n 790-102-1891. Tap gear (7) out of
the bearing bore.
50. Remove snap ring (4) and plate (5).
51. Remove bearing (6). Note the bearing markings
as they are removed. Bearings are matched
and must be reassembled in the same order as
removed.
wrench p/n 790-102-1891. Tap gear shaft (3) to
remove the gear from the bearing bore.
FIGURE 8-35. GEAR REMOVAL
48. Remove front bearing (1, Figure 8-36) from

front housing (2).

1. Nut
2. Snap Ring
3. Gear Shaft
F8-14
4. Plate
5. Bearing
4/09 F08003

removed.
PTO COVER DISASSEMBLY

NOTE: Disassembly procedures for the right and left
PTO drives are identical.
55. Remove cap screws (1, Figure 8-38) and
remove gear (2).
FIGURE 8-39. BOSS REMOVAL

1. Cover
2. Boss
3. Snap Ring
58. Turn the boss and bearing assembly over.

Remove snap ring (2, Figure 8-40). Remove
bearing (1) from the boss.

1. Cap Screws
2. Gear
3. Cover

57. Remove boss (2) and the bearing assembly
from cover (1).
FIGURE 8-40. BOSS DISASSEMBLY

1. Boss
2. Snap Ring
59. Repeat steps 55 through 58 for the remaining

PTO cover assembly.
F08003 4/09
F8-15
CLEANING & INSPECTION

After disassembly, thoroughly clean all parts and
inspect. Determine whether the parts are within
specifications. Refer to Table 1 - Component Wear
Limits.
Refer to Figure 8-41 for location of areas to be measured. The standard dimension of the item, and the
maximum permissible wear is listed in Table I.
Install new O-rings during assembly. Inspect all cap
screws for cracks or thread damage. Replace any
damaged parts.
FIGURE 8-41. COMPONENT PARTS INSPECTION (SEE TABLE 1)

1. Clutch Housing/Piston Seal Ring
2. Pump Seal Ring
3. Input Flange
F8-16
4. Input Shaft
5. Lockup Clutch Piston
6. One-Way Clutch Assembly
7. Pump Bearing Retainer
4/09 F08003
TABLE I. COMPONENT WEAR LIMITS

Dimension
Location/
Item
DESCRIPTION
Standard Size
Max. Wear Limit
mm
Inches
mm
Inches
Remedy
Outside diameter of input

flange (3) at oil seal contact
area.
125
4.921
124.8
4.913
Repair or replace
input flange.
Inside diameter of input

shaft (4) at seal ring contact
area.
35.0
1.378
35.1
1.382
Repair or replace
input shaft.
Inside diameter of one-way

clutch (6) rotating face of
outer race.
153.17
6.030
153.2
6.031
Outside diameter of oneway clutch (6) rotating face

of shaft.
134.17
5.282
134.14
5.281
Inside diameter of pump

bearing retainer (7) at seal
ring contact area.
185
7.283
185.5
7.303
Repair or replace
bearing retainer.
Clutch disc thickness
5.4
.213
4.8
0.189
Replace clutch
disk.
4.45
wide
0.175
wide
4.0
wide
0.157
wide
6.5
thick
0.256
thick
5.9
thick
0.232
thick
Pump seal ring dimensions
Crack check of bolt
Replace one-way
clutch
No Crack
Replace seal ring
Replace Bolt
TABLE II. Gear Backlash

Mating surfaces
F08003 4/09
Backlash
Input shaft and lower idler gear
0.193~0.504
Lower idler gear and PTO gear
0.193~0.504
Input shaft and upper idler gear
0.204~0.538
Upper idler gear and PTO gears
0.204~0.538
F8-17
ASSEMBLY
1. Place shaft (1, Figure 8-42) in dry ice to cool.
After thoroughly chilled, place the shaft into
position on the housing. Align the cap screw
holes in the shaft with the holes in the housing.
2. Apply thread lock (p/n 09940-00030) to 13 cap
screws (2). Install the cap screws and washers.
Tighten to 110 12 Nm (81 9 lb ft).
4. Install retainer (3, Figure 8-43) and tapped plate

(2) onto the pump. Apply thread lock (p/n
09940-00030) to 24 cap screws (1). Install the
cap screws and washers. Tighten the cap
screws to 66 7 Nm (49 5 lb ft).
FIGURE 8-43. PUMP SUBASSEMBLY

1. Shaft
2. Cap Screws and

Washers
3. Press the outer race of bearing (5, Figure 8-44)

into retainer (8).
1. Cap Screws and

Washers
2. Retainer (tapped)
3. Retainer
5. Pump
5. Install seal ring (7, Figure 8-44) on shaft (1).

Coat the seal ring with petroleum jelly.
6. Carefully lower the pump sub-assembly onto
the shaft.
FIGURE 8-44. PUMP ASSEMBLY

1. Shaft
2. Inner Race
3. Nut
4. Bearing
F8-18
5. Bearing
6. Pump
7. Seal Ring
8. Retainer
4/09 F08003
7. Heat bearings (4 & 5) in an oven to 80 - 100C

(175 - 212F).
8. Press fit bearing (5) onto the shaft until seated
against the shoulder. Press fit bearing (4) onto
the shaft until seated against the pump bearing.
Use 19.6 - 29.4 kN (2 - 3 tons) force when
pressing the bearings.
10. Thread nut (3) onto the shaft.
ONE-WAY CLUTCH ASSEMBLY

14. Install plate (3, Figure 8-46) into the bore of
race (2).
15. Place bearing race (1) in dry ice until chilled.
Use 19.6 - 29.4 kN (2 - 3 tons) force to press
bearing outer race (1) into the bore of race (2).
Ensure the cup is properly seated with no clearance between the cup and the shoulder.
11. Use special tool (p/n 792-335-1400) to tighten

the nut to 466 24 Nm (344 18 lb ft) as
shown in Figure 8-45.
FIGURE 8-46. BEARING RACE INSTALLATION

2. Race
FIGURE 8-45. TORQUEING SHAFT NUT

1. Special Tool
2. Bearing Retainer
Nut
3. Plate
16. Turn the race over with the tapped holes positioned at the top.
17. Position the free-wheel in the bore of the race
with the arrow pointing clockwise. Refer to
Figure 8-47.
12. Apply approximately 7 ml (0.25 oz) power line

oil to the bearings and rotate the pump approximately 10 revolutions.
13. Install inner race (2, Figure 8-44) over shaft (1).
FIGURE 8-47. CLUTCH ROTATION DIRECTION

1. Drag Spring
F08003 4/09
2. Sprag
F8-19
18. Use a mallet and installation tool (1, Figure 848) to tap the free-wheel into the bore of the
race. Use caution when installing. Damage to
sprags or drag springs may result with too much
force.
19. Place bearing cup (4, Figure 8-49) in dry ice to

chill. Use 19.6 - 29.4 kN (2 - 3 tons) force to
press the bearing cup into retainer (3). Verify
the cup is properly seated with no clearance
between the cup and the shoulder.
20. Assemble stator (1), retainer (3), and race (10).
Apply thread lock (p/n 09940-00030) to cap
screws (2). Install the cap screws and the washers. Tighten to 110 12 Nm (81 9 lb ft).
21. Apply power line oil to the one-way clutch inner
race.
22. Lower stator assembly (1, Figure 8-50) over the
shaft. Position the stator into rear housing (2)
while rotating clockwise.
FIGURE 8-48. FREE-WHEEL INSTALLATION

1. Installation Tool
2. Free-Wheel
FIGURE 8-49. STATOR INSTALLATION

1. Stator
3. Retainer
4. Bearing Cup
5. Bearing Cone
F8-20
6. Nut
7. Lock Plate
8. Nut
9. Spacer
10. Race
4/09 F08003
STATOR BEARING PRE-LOAD

ADJUSTMENT
Reposition the assembly to place the torque converter axis horizontally.
24. Rotate the stator 15 to 20 times. Tap the stator
two or three times using a soft mallet.
25. Securely fasten one end of a small diameter
rope to one cap screw (2). Then wrap the rope
around the heads of the remaining cap screws
(2) for one revolution.
NOTE: Figure 8-51 does not show the preferred rope
method of checking rolling resistance.
1. Stator Assembly
2. Rear Housing
23. After the stator is seated onto the bearing,

rotate the stator. Confirm the stator will turn
clockwise, but not counterclockwise.
a. Hook a 10 kg (20 lb) spring scale to the other

end of the rope.
b. Pull the spring scale smoothly. Read and
record the force required to start the stator
rotating. The front stator bearing cone is not
installed. Obtain three measurements and
record the average value. The three measurements must be within 0.5 kg (1 lb). If
they are not, the assembly must be checked
for incorrect installation or damaged parts.
FIGURE 8-51. BEARING PRE-LOAD CHECK

1. Spring Scale
F08003 4/09
2. Stator Retainer Cap

Screw
F8-21
26. Install spacer (9, Figure 8-49) and bearing cone

(5). Coat the bearing with power line oil and
rotate the stator several revolutions.
30. After completing the preload adjustment, bend

locking plate (7, Figure 8-49) against the flats of
nuts (6 & 8).
27. Install nut (8). Use special tool (p/n 792-3351300) and tighten to 367 24 Nm (271 18 lb
ft).
31. Tighten two stator retainer cap screws (2,

Figure 8-51) to 110 12 Nm (81 9 lb ft).
28. Loosen nut (8) about 60 degrees. Install lock

plate (7) and outer nut (6). Tighten to 367 24
Nm (271 18 lb ft).
29. Repeat the measurement of force required to
rotate the one-way clutch. Use the same procedure as before. Measure three times and calculate the average. The three measurements
must be within 0.5 kg (1 lb). If they are not, the
assembly must be checked for incorrect installation or damaged parts.
32. Confirm that all rollers of the stator bearing (5,

Figure 8-49) rotate. Verify that a 0.05 mm
(0.002 in.) feeler gauge cannot be inserted
between the end of the roller and the lip on the
outer race. Refer to Figure 8-52.
Use the equation below to calculate the proper

rolling resistance range. If the average calculated in this step is within the range using the
formula below, the clutch is within limits.
If the average is not within range, adjust the
pre-load by loosening and tightening the stator
bearing retainer nuts until the proper rolling
resistance is achieved. Use the tightening specifications outlined in Step 27 & Step 28.
FIGURE 8-52. BEARING CLEARANCE CHECK
Rolling resistance range = (Value from Step 25) + 2.2
kg (4.9 lb) to (Value from Step 25) + 3.6 kg (7.9 lb).
33. Reposition the torque converter with the axis of

the shaft vertical.
Example:
Initial 3 measurements:
3 kg, 2.8 kg, 3.2 kg = 3 kg Average (Step 25)
Secondary 3 measurements:
34. Place the turbine on a work bench. Support the

turbine on a wood block, as shown in Figure 853.
5.5 kg, 5.7 kg, 5.9 kg = 5.7 kg Average (Step 29)

Final Calculation
3kg + 2.2 kg to 3 kg + 3.6 kg = 5.2 to 6.6 kg =
proper range
In this example, 5.2 - 6.6 kg is the proper rolling
resistance range. The average of the secondary
measurements was 5.7 kg which is within the range.
No further adjustment is necessary.
FIGURE 8-53. TURBINE ASSEMBLY
F8-22
4/09 F08003
35. Attach a lifting sling and a hoist to case (1,

Figure 8-54). Lower the case over turbine (2).
37. Install piston seal rings (5) in the piston grooves

as shown (cup positioned toward outside) in
Figure 8-56. Coat the piston seal ring with
petroleum jelly.
38. Chill new pins (4, Figure 8-56) in dry ice if
removed. After thoroughly chilled, tap the pins
into the piston in three places.
39. Install piston seal rings (3) into the groove in
housing (1). Coat the piston seal ring with petroleum jelly.
FIGURE 8-54. CASE INSTALLATION

1. Case
2. Turbine
36. Install a lock-up clutch disc (1, Figure 8-55) and

then a plate (2). Alternately install remainder of
discs (3 total) and plates (2 total). Coat the
discs and plates with clean power line oil during
installation.
FIGURE 8-56. PISTON INSTALLATION

1. Piston Housing
2. Piston
3. Housing Seal Ring
4. Pin
5. Piston Seal Ring
40. Carefully slide the piston into the housing. Invert

the assembly and lower onto the case top.
Ensure the piston remains in the housing bore.
FIGURE 8-55. CLUTCH ASSEMBLY
1. Clutch Disc
F08003 4/09
2. Clutch Plate
F8-23
43. Press dowel pins (3, Figure 8-59) into the four
holes in bottom of input shaft (1).
44. Press bearing inner race (2) onto the shaft until
seated against the shoulder.
45. Align the dowel pins in the shaft with the holes
in piston housing (4). Tap the shaft until seated
on the housing.
FIGURE 8-57. CLUTCH HOUSING INSTALLATION

1. Piston Housing
2. Cap Screws
41. Apply thread lock (p/n 09940-00030) to cap

screws (2). Install the cap screws and washers
and tighten to 110 12 Nm (81 9 lb ft).
42. Press fit bearing (2, Figure 8-58) into housing
bore. Verify the bearing is installed parallel to
the face of piston housing (1) within 0.05 mm
(0.002 in.). Install spacer (3) and snap rings (4
& 5).

1. Input Shaft
2. Bearing Inner Race
3. Dowel Pin
4. Piston Housing
5. Cap Screw
6. Washer

screw (5). Install cap screws (5) and washers
(6). Tighten to 292 18 Nm (215 13 lb ft).
47. After assembly, check the turbine for smooth
rotation.

1. Piston Housing
2. Bearing
3. Spacer
F8-24
4. Snap Ring
5. Snap Ring
48. Install a lift eye in the tapped hole of input shaft

(1, Figure 8-60). Attach lifting chains and a
hoist. Lift the assembly over the pump in the
rear case sub-assembly and lower into position.
Install two cap screws to temporarily attach the
turbine case to the pump.
4/09 F08003
55. Apply approximately 7 ml (0.25 oz) of clean

power line oil to the tapered roller bearing
assembly. Rotate the gear approximately 10
revolutions to check for smooth operation.
56. Install new O-ring (11) and cover (7). Install the
cover cap screws and tighten to 110 12 Nm
(81 9 lb ft).
57. Press bearing outer race (2) into front housing
(1).
58. Press one inner race (3) onto gear shaft (4).
Refer to the match marks for proper bearing
assembly.
FIGURE 8-60. CLUTCH & PUMP ASSEMBLY
1. Input Shaft
2. Clutch SubAssembly
59. Insert gear (4) into the front housing bore. Press
the remaining inner race (8) onto the shaft.
Install plate (5) and snap ring (6).
60. Apply thread lock (p/n 09940-00030) and install
nut (7). Use tool p/n 790-102-1891 to tighten to
353 39 Nm (260 29 lb ft).
PTO DRIVE ASSEMBLY

49. Press fit bearing outer race (2, Figure 8-61) for
the right hand pump drive into the front housing.
Install snap ring (1).
50. Repeat the previous step for the left hand,
upper pump drive.
NOTE: Pump drive assembly procedures are
identical for both the left and right, upper PTO pump
drives.
51. Install outer bearing race (4) for the upper idler
gear in the front housing bore.
52. Press fit half of inner race (5) onto idler gear
shaft (10).
NOTE: Assemble bearing inner races (5 & 6)
according to match marks noted during disassembly
or match marks on new bearing assembly.
FIGURE 8-62. LOWER IDLER GEAR ASSEMBLY

1. Front Housing
2. Outer Race
3. Inner Race
4. Lower Idler Gear
5. Plate
6. Snap Ring
7. Nut
8. Inner Race
53. Install gear (10) through the front case bore

from the inside. Support the gear and press fit
the remaining inner race onto the shaft.
54. Install holder (9). Apply thread lock (p/n 0994000030) to cap screw (8). Install the cap screw
and washer. Tighten to 277 33 Nm (204 24
lb ft).

62. Install a new O-ring (2, Figure 8-63) onto cover
(1). Place the cover over the lower idler gear.
Install cap screws (3) and the washers and
tighten to 110 12 Nm (81 9 lb ft).
F08003 4/09
F8-25
FIGURE 8-61. PTO UPPER PUMP DRIVE & IDLER GEAR ASSEMBLY
1. Snap Ring
2. Outer Race
3. Snap Ring
4. Outer Race
5. Inner Race
6. Inner Race
7. Cover
8. Cap Screw
9. Holder
10. Upper Idler Gear
11. O-ring
63. Press bearing outer race (2) into the bore in

front housing (1).
64. Press one inner race (3) of the bearing onto
gear shaft (8). Refer to the match marks for
proper bearing assembly.
65. Install the gear in the front housing bore and
press the remaining inner race (5) onto the
shaft.
66. Install plate (4) and snap ring (7).
FIGURE 8-63. IDLER GEAR COVER

1. Cover
2. O-Ring
F8-26
3. Cap Screws
4/09 F08003
FIGURE 8-64. LOWER PUMP DRIVE ASSEMBLY

1. Front Housing
2. Outer Race
3. Inner Race
4. Plate
5. Inner Race
6. Nut
7. Snap Ring
Drive Gear
9. Lower Idler Gear
FIGURE 8-65. HOUSING ASSEMBLY

1. Front Housing
2. Rear Housing
71. Carefully lower the front housing onto rear

housing (2) while meshing the gears.
67. Apply thread lock (p/n 09940-00030) to the
threads of nut (6). Install the nut. Use tool p/n
790-102-1891 to tighten to 353 39 Nm (260
29 lb ft).
72. Coat the threads of cap screws (1, Figure 8-66)

with thread sealer p/n 790-129-9080. Install the

revolutions and check for smooth operation.
NOTE: Six of the cap screws must be accessed

through the pump drive cavity, as shown in Figure 867. A special offset wrench may have to be
fabricated locally to reach below the gear to tighten
two of the cap screws.

Attach appropriate lifting chains and a hoist to
the lift eyes.
70. Install a new O-ring in the groove of the front
housing flange. Install new O-rings at the oil
transfer holes. Coat the O-rings and mating surfaces with petroleum jelly.

1. Cap Screw
F08003 4/09
2. Washer
F8-27
FIGURE 8-69. COVER ASSEMBLY
FIGURE 8-67. MOUNTING CAP SCREWS

1. Cap Screws
1. Cover
2. Bearing & Boss
2. Housing
73. Press fit bearing (1, Figure 8-68) to the pump

drive boss.
3. Snap Ring

power line oil to the ball bearing assembly.
Rotate the boss approximately 10 revolutions to
check for smooth operation.
76. Press bearing inner race (7) onto pump drive
gear (5).
FIGURE 8-68. BOSS & BEARING ASSEMBLY

1. Bearing
2. Snap Ring
74. Press fit bearing and boss (2, Figure 8-69) into
cover (1). Install snap ring (3).
FIGURE 8-70. UPPER PUMP DRIVE

1. Snap Ring
2. Bearing
3. Snap Ring
4. Cover
5. Pump Drive Gear
6. O-Ring
7. Inner Race
F8-28
8. Snap Ring
9. Bearing
10. Snap Ring
11. Boss
12. Cover
13. Cap Screw
14. O-Ring
4/09 F08003
77. Install gear (5) on boss (11).

threads of cap screws (1, Figure 8-71) Install
the cap screws and tighten to 110 12 Nm (81
9 lb ft).
85. Coat a new O-ring (2) with petroleum jelly and

install it onto retainer (5).
86. Position retainer (5) over the front housing.
Align the hole for dowel pin (3) and install the
retainer in the housing. Install snap ring (4).
87. Heat and install the collar (10).
install it onto input flange (6) and holder (7).
Place the assembly into position. Apply thread
lock (p/n 09940-00030) to the threads of cap
screw (8). Install the cap screw and the washer.
Tighten the cap screw to 696 34 Nm (514
25 lb ft).
FIGURE 8-71. PUMP DRIVE GEAR

INSTALLATION
1. Cap Screws
2. Gear
3. Cover
79. Install a new O-ring (14, Figure 8-70) in cover

(12). Coat the O-ring and mating bore in the
front housing with petroleum jelly.
80. Install the pump drive gear assembly into the
housing. Install cap screws (13) and the washers and tighten to 110 12 Nm (81 9 lb ft).
81. Install a new O-ring (6) onto cover (4). Install the
cover. (Applicable to the RH pump drive, only.)
82. Repeat the previous steps for the remaining,
upper pump drive components.
FIGURE 8-72. INPUT SHAFT DETAIL

1. Oil Seal
2. O-Ring
3. Dowel Pin
4. Snap Ring
5. Retainer
6. Input Flange
7. Holder
8. Cap Screw
9. O-ring
10. Collar
11. Front Housing
83. If previously removed, install dowel pin (3,

Figure 8-72).
84. Apply sealant p/n 790-129-9070 to the outer
diameter of oil seal (1). Install the seal in
retainer (5). Apply grease p/n 790-129-9080 to
the seal lip and retainer bore in the front housing.
F08003 4/09
F8-29

threads of cap screws (2). Install the cap
screws and washers. Tighten to 54 5 Nm (40
4 lb ft).
Remove the two cap screws that were installed
temporarily. Apply thread lock (p/n 0994000030) to the threads of cap screws and install,
again. Tighten the cap screws to the specified
torque.
91. Refer to Torque Converter Installation at the

beginning of this chapter for information on
mounting the torque converter to the transmission.
SPECIAL TOOLS
Special tools are available from Komatsu that have
been designed to aid in torque converter rebuild.
Information is also provided to allow fabrication of lifting plates (see below) for lifting the torque converter
assembly off the transmission.
Lift Plate - Fabricate Locally
FIGURE 8-73. PUMP CAP SCREW INSTALLATION

1. Pump
2. Cap Screw
Figure 8-75 lists the dimensions to fabricate lifting

plates for torque converter removal and installation.
Three plates are necessary and can be used with
three lift eyes (p/n 04530-12438).
Use a mild steel to fabricate the plates.
90. Install cap screws (1, Figure 8-74). Tighten the

FIGURE 8-74. CAPSCREW INSTALLATION

1. Cap Screw
F8-30
FIGURE 8-75. LIFT PLATE DIMENSIONS
2. Shaft
4/09 F08003
Wrench, p/n 792-335-1300

Used for the torque converter stator bearing
nut.
Wrench, p/n 792-335-1400
Used for the torque converter pump/one-way
clutch bearing retainer nut.
Wrench, p/n 790-102-1891
Used for the transmission pump drive gear and
lower idler gear.
Figure 8-76 is a typical illustration of the type of
wrenches listed above.
FIGURE 8-76. WRENCH (TYPICAL)
F08003 4/09
F8-31
NOTES
F8-32
4/09 F08003
SECTION F8
TORQUE CONVERTER REBUILD (-40C)
INDEX
TORQUE CONVERTER REBUILD (-40C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-3

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-3
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-6
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-8
PTO COVER DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-16
CLEANING & INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-17
TABLE I. COMPONENT WEAR LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-18
TABLE II. Gear Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-18
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-19
ONE-WAY CLUTCH ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-20
STATOR BEARING PRE-LOAD ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-22
PTO DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-26
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F8-32
F08004 07/11
F8-1
NOTES
F8-2
07/11 F08004
TORQUE CONVERTER REBUILD (-40C)

The following information provides instructions for
removing the torque converter from the transmission,
torque converter rebuild, and reinstalling the torque
converter. Refer to Section F2, Torque Converter and
Transmission, for instructions on removing the transmission/torque converter from the truck.
Special tools for aiding in torque converter and
transmission rebuild are listed at the end of this
chapter in Special Tools.
3. Remove hydraulic pumps (2, 3, 4, & 5, Figure 81). Remove trunnion (6).
4. If the transmission is to be disassembled,
remove the cap screw on the output shaft and
remove drive shaft flange (5, Figure 8-2).
5. Remove cover (4) from the ECMV valve assembly.
6. Disconnect inlet pressure sensor (2) and outlet
pressure sensor (3).
Unless otherwise specified, use standard torque

specifications for fasteners. Refer to Section A5
for standard torque specifications.
REMOVAL
1. Remove the transmission and torque converter
from the truck. Refer to Transmission Removal
in section F2 for instructions.
2. Thoroughly clean the transmission and torque
converter to remove any dirt accumulation.
FIGURE 8-2. SENSOR WIRING

1. Torque Converter
2. Inlet Pressure Sensor
3. Outlet Pressure Sensor
4. ECMV Cover
5. Output Flange
7. Disconnect lubrication tubes (1, Figure 8-3) and

remove.
8. Remove cap screws (3, Figure 8-4). Loosen the
fitting at the lower portion of tube (4). Remove
the tube and O-ring.
9. Remove four cap screws (1) and remove accumulator (2). Remove O-ring (5).
10. Remove six cap screws
Remove cold relief valve (1).
(2,
Figure 8-5).

1. Torque Converter
2. Hoist Pump
3. Steering/Brake
Pump
F08004 07/11
6. Trunnion
F8-3
FIGURE 8-5. COLD RELIEF VALVE

11. Remove cap screws (2, Figure 8-6) that secure

torque converter regulator valve (1). Remove
O-rings (3).
FIGURE 8-3. VALVES

1. Lubrication Tubes
2. Cap Screws
2. Cap Screw
4. Regulator Valve
5. Lockup Clutch Accumulator
12. Remove cap screws (4) that secure valve seat

(5) to the housing. Remove the valve seat and
O-ring (6).
main relief valve (3) and remove the valve.
Remove the O-rings that seal the main relief
valve to the valve seat.
14. Remove valve seat (1, Figure 8-7). Remove the
O-rings that seal the valve seat to the torque
converter housing as shown in Figure 8-11.
FIGURE 8-4. LOCKUP ACCUMULATOR

1. Cap Screw
2. Lockup Accumulator
3. Cap Screw
F8-4
4. Tube
5. O-Ring
07/11 F08004
15. Install lift plates (8, Figure 8-8) at each of the

three pump mounts. Refer to Special Tools at
the end of this chapter for instructions on fabricating lift plates. Insert bolts (6) (p/n 0101081260) into the tapped pump mounting bosses
and tighten to 110 Nm (81 lb ft). Install a lift
eye (7) (p/n 04530-12438) in each lift plate and
attach to appropriate lifting chains and a hoist.
3210 kg (7077 lbs.).
16. Vertically lift the transmission/torque converter
assembly over an oil drain pan. Install blocking
to support the assembly.
17. Remove cap screws (5) securing the torque
converter to the transmission housing.
18. Carefully lift the torque converter off of the
transmission input shaft. Move the torque converter to a repair area.
FIGURE 8-6. T/C REGULATOR VALVE

1. Outlet Relief Valve
2. Cap Screw and
Washer
3. O-Rings
4. Socket Head Cap

Screw
5. Valve Seat
6. O-ring
FIGURE 8-7. VALVE SEAT

1. Valve Seat
F08004 07/11
F8-5
INSTALLATION
1. Vertically position the transmission with the
input shaft upward, as shown in Figure 8-9. The
weight of the transmission is approximately
2294 kg (5057 lbs).
FIGURE 8-8. TORQUE CONVERTER REMOVAL

1. Oil Drain Pan
2. Blocking
3. Transmission
4. Torque Converter
5. Cap Screws and
Washers
6. Bolt
7. Lift Eye
8. Lift Plate

INSTALLATION
1. Seal Rings
Shaft
3. Torque Converter
F8-6
4. Cap Screws and

Washers
5. Nuts and Washers
6. O-Ring
07/11 F08004
2. Install lift plates at each of the three pump

mounts on the torque converter. Insert bolts (p/n
01010-81260) into the tapped pump mounting
bosses. and tighten to 110 Nm (81 lb ft). Install
a lift eye (p/n 04530-12438) in each lift plate
and attach to appropriate lifting chains and a
hoist. The weight of the torque converter is
approximately 892 kg (1967 lbs).
3. Install seal rings (1, Figure 8-9) onto the transmission input shaft at five locations. Apply
petroleum jelly to the seals.
6. Install cap screws with washers (4). Install nuts

and washers (5) onto the studs. Tighten the
hardware to standard torque.
NOTE: There are 10 nuts and 13 cap screws
required.
7. Install new O-rings (2, 3 & 4, Figure 8-11) into
the grooves of the oil passages. Apply petroleum jelly to the O-rings.
4. Install O-ring (6) onto the converter housing.

Install O-rings (2, Figure 8-10) in the grooves of
the oil passages on the front face of transmission case (1). Apply petroleum jelly to the Orings to aid in assembly.
FIGURE 8-11. VALVE SEAT MOUNT

1. Torque Converter
2. O-rings
3. O-rings
4. O-rings
8. Place valve seat (1, Figure 8-7) into position on

the top surface of the torque converter housing.
Ensure the O-rings remain in place.
FIGURE 8-10. TRANSMISSION CASE FACE
2. O-Rings
10. Install main relief valve (3, Figure 8-3) over the
oil passages on the top surface of the torque
converter housing. Ensure the O-rings remain
in place.
5. Raise torque converter (3, Figure 8-9) and position over transmission input shaft (2). Carefully
lower the assembly while aligning the splines in
the converter stator with the splines on the
transmission shaft.
F08004 07/11
9. Install the O-rings that seal main relief valve (1,

Figure 8-3) to valve seat (1, Figure 8-7). Lubricate the O-rings with petroleum jelly.
11. Install cap screws (2, Figure 8-3) that secure

main relief valve (3). Tighten the cap screws to
66 7 Nm (49 5 lb ft).
F8-7
12. Install valve seat (5, Figure 8-6) and O-ring (6)
onto the torque converter housing. Apply petroleum jelly to the O-rings. Install cap screws (4)
the valve body. Apply petroleum jelly to the Orings. Place regulator valve (1) into position.
DISASSEMBLY
1. Place a container under the torque converter to
capture oil when the converter is drained.
Approximate capacity is 45 - 55 l (12 - 15 gal).
2. Remove two cap screws (2, Figure 8-12) and
drain oil from pump (1) and the stator.
14. Install the cold relief valve O-rings onto valve

seat (1, Figure 8-7). Lubricate the O-rings with
petroleum jelly. Place cold relief valve (1,
Figure 8-5) into position on the valve seat.
Install six cap screws (2) and tighten to 49 5
Nm (36 4 lb ft).
15. Install O-ring (5, Figure 8-4) onto the cold relief
valve. Lubricate the O-ring with petroleum jelly.
Place accumulator (2) into position on the cold
relief valve. Install four cap screws (1) and
the valve body. Apply petroleum jelly to the Orings. Place outlet relief valve (1) into position.
17. Install lubrication lines (1, Figure 8-3).
18. Connect the inlet and outlet pressure sensors to
the electrical harness.
19. Install cover (4, Figure 8-2) on the control valve
assembly.
FIGURE 8-12. DRAINING OIL

1. Pump
2. Cap Screws
3. Position the torque converter assembly with the

input flange upward. Remove the flange
retainer cap screw. Remove holder (1, Figure 813). Lift input flange (2) off the input shaft
splines.
20. Install trunnion (6, Figure 8-1).

21. Install hydraulic pumps (2, 3, 4, & 5).
22. If removed, install drive shaft flange (5,
Figure 8-2) and the cap screw that secures the
flange.
23. Install the transmission assembly in the truck.
Refer to Section F2, Transmission Installation
for instructions.
FIGURE 8-13. DRIVE FLANGE REMOVAL

1. Holder
F8-8
2. Input Drive Flange
07/11 F08004
10. Remove snap ring (1, Figure 8-14) securing

retainer (3) to the housing.
11. Install pusher bolts into tapped holes (2).
Remove retainer (3) from the front housing.

1. Snap Ring
2. Tapped Hole
3. Retainer
4. Input Shaft
1. Cover
2. Cap Screw
3. Lift Plate
4. Lift Eye
5. Cap Screw and
Washer
13. Repeat the previous step for the remaining

pump drives.
12. Remove pump drive cover (1, Figure 8-15) cap

screws and washers (5). Install lift plate (3) on
pump mounting boss using p/n 01010-81260
bolts. Install lift eye (p/n 04530-12438) and
attach to lifting chains and a hoist. Lift the
assembly out of the Power Take Off (PTO)
housing.
14. Remove cap screws (1, Figure 8-16) retaining

the front housing to the rear housing.
NOTE: There are a total of 21 cap screws. Six cap
screws are located internally, as shown in Figure 817.
15. Remove cover (3). Loosen round nuts (4) on the
gear shafts using tool - p/n 790-102-1891.
NOTE: Refer to Special Tools at the end of this

chapter for information on lift plate fabrication.
FIGURE 8-16. CASE DISASSEMBLY

1. Cap Screws &
Washers
2. Tapped Hole
F08004 07/11
3. Cover
4. Round Nut
F8-9
16. Remove six cap screws (1, Figure 8-17) located

inside the housing.
19. Install a lift eye in the tapped hole in input shaft

(1, Figure 8-19).
20. Attach lifting chains and a hoist and lift the
clutch assembly out of the rear housing.
FIGURE 8-17. INSIDE CAPSCREW REMOVAL

1. Cap Screws
2. Front Housing
FIGURE 8-19. CLUTCH ASSEMBLY REMOVAL

1. Input Shaft
17. Insert pusher bolts in tapped holes (2, Figure 816).

Carefully lift the front housing off rear housing
(2) while tightening the pusher bolts.
2. Clutch Housing
21. Remove 14 cap screws (2, Figure 8-20). Insert

removed cap screws in tapped holes to push
shaft (1) out of assembly.

1. Shaft
2. Cap Screws
FIGURE 8-18. FRONT HOUSING REMOVAL

1. Front Housing
2. Rear Housing

23. Remove the spacer. Tap the end of turbine shaft
(1) to remove from the assembly.
F8-10
07/11 F08004
FIGURE 8-23. PISTON REMOVAL
FIGURE 8-21. SNAP RING REMOVAL
1. Piston
1. Turbine Shaft
2. Housing
2. Snap Ring
27. Remove three lockup clutch discs (1, Figure 824) and two plates (2).
25. Install lift eyes, lifting chains and a hoist to housing (1). Lift the housing from the case.

1. Housing
2. Cap Screws
FIGURE 8-24. CLUTCH DISASSEMBLY

1. Clutch Disc
26. Lift piston (1, Figure 8-23) out of housing (2).
2. Clutch Plate
28. Straighten the tabs on the nut retainer to unlock

the nuts.
29. Use special tool (p/n 792-335-1300) to remove
the stator bearing retainer nuts.
F08004 07/11
F8-11
FIGURE 8-25. NUT REMOVAL TOOL

1. Bearing Retainer
Nuts
2. Special Tool
FIGURE 8-27. STATOR DISASSEMBLY

1. Stator
33. Install pusher bolts in tapped holes (1, Figure 828). Tighten the bolts and remove retainer (2).
Remove the bearing outer race from the
retainer.
FIGURE 8-26. STATOR REMOVAL

1. Stator
2. Rear Housing

30. Grasp stator (1, Figure 8-26) and the bearing
assembly. Lift out while rotating clockwise.
1. Tapped Hole
2. Retainer
31. Remove 16 stator mounting cap screws (2,

Figure 8-27).
32. Remove stator (1).
F8-12
34. Using an appropriate sized rubber mallet, lightly

tap the free-wheel assembly and remove.
07/11 F08004
FIGURE 8-31. INNER RACE REMOVAL

1. Inner Race
2. Retainer Nut
FIGURE 8-29. FREE-WHEEL REMOVAL

1. Driver Tool
37. Use special tool (1, Figure 8-32) (p/n 792-3351400) to remove bearing retainer nut (2).
2. Free-Wheel
35. Tap plate (3) with a mallet. Remove the plate

together with outer race (1, Figure 8-30).
FIGURE 8-32. NUT REMOVAL
FIGURE 8-30. OUTER RACE REMOVAL

1. Outer Race
2. Race
1. Special Tool
3. Plate
36. Remover inner race (1, Figure 8-31) from the

splined shaft.
F08004 07/11
2. Nut
38. Remove two cap screws (1, Figure 8-33) from

the transmission end of the shaft.
F8-13
NOTE: Do not remove shaft (1, Figure 8-35) unless it

is necessary to replace the shaft or the rear housing.
43. If shaft removal is necessary, remove 13 cap
screws (2, Figure 8-35).
44. Support the rear housing on wooden blocks to
prevent damage to shaft threads. Use a hammer to drive shaft (1) out.
FIGURE 8-33. BEARING ACCESS HOLES

1. Cap Screw
2. Shaft
39. Insert two bars into the bolt holes.

Bar dimensions: 8 mm (0.31 in.) diameter, 160
mm (6.3 in.) length (or longer)
40. Tap the end of the bars evenly to remove the
bearings from the shaft.

1. Shaft
2. Cap Screws

42. Remove retainer (3) and plate (2). Remove
outer bearing race (4) from the retainer.
45. Remove cover mounting cap screws (2,

Figure 8-36) and remove cover (1). Discard the
O-ring sealing the cover to the housing.
FIGURE 8-34. PUMP DISASSEMBLY

1. Cap Screws
2. Plate
3. Retainer

5. Pump
1. Cover (w/ O-ring)
2. Cap Screws
3. Nut
F8-14
4. Snap Ring
5. Plate
6. Bearing
7. Gear
07/11 F08004
46. Remove mounting cap screw (1, Figure 8-37)

and remove holder (2) from the gear.
FIGURE 8-39. BEARING REMOVAL

1. Bearing
2. Front Housing
FIGURE 8-37. GEAR HOLDER REMOVAL

1. Cap Screw

wrench, p/n 790-102-1891. Tap gear (7) out of
the bearing bore.
2. Holder
47. Use a rubber mallet to tap the end of the gear

shaft. Remove from the bore of the bearings in
the front housing as shown in Figure 8-38.

removed.
wrench p/n 790-102-1891. Tap gear shaft (3) to
remove the gear from the bearing bore.
FIGURE 8-38. GEAR REMOVAL
48. Remove front bearing (1, Figure 8-39) from

front housing (2).

1. Nut
2. Snap Ring
3. Gear Shaft
F08004 07/11
4. Plate
5. Bearing
F8-15

removed.
PTO COVER DISASSEMBLY

NOTE: Disassembly procedures for the right and left
PTO drives are identical.
55. Remove cap screws (1, Figure 8-41) and
remove gear (2).
FIGURE 8-42. BOSS REMOVAL

1. Cover
2. Boss
3. Snap Ring
58. Turn the boss and bearing assembly over.

Remove snap ring (2, Figure 8-43). Remove
bearing (1) from the boss.

1. Cap Screws
2. Gear
3. Cover

57. Remove boss (2) and the bearing assembly
from cover (1).
FIGURE 8-43. BOSS DISASSEMBLY
1. Boss
2. Snap Ring

PTO cover assembly.
F8-16
07/11 F08004
CLEANING & INSPECTION

After disassembly, thoroughly clean all parts and
inspect. Determine whether the parts are within specifications. Refer to Table 1 - Component Wear Limits.
Refer to Figure 8-44 for location of areas to be measured. The standard dimension of the item, and the
maximum permissible wear is listed in Table I.
Install new O-rings during assembly. Inspect all cap
screws for cracks or thread damage. Replace any
damaged parts.
FIGURE 8-44. COMPONENT PARTS INSPECTION (SEE TABLE 1)

1. Clutch Housing/Piston Seal Ring
2. Pump Seal Ring
3. Input Flange
F08004 07/11
4. Input Shaft
5. Lockup Clutch Piston
6. One-Way Clutch Assembly
7. Pump Bearing Retainer
F8-17
TABLE I. COMPONENT WEAR LIMITS

Dimension
Location/
Item
DESCRIPTION
Standard Size
Max. Wear Limit
mm
Inches
mm
Inches
Remedy
Outside diameter of input

flange (3) at oil seal contact
area.
125
4.921
124.8
4.913
Repair or replace
input flange.
Inside diameter of input

shaft (4) at seal ring contact
area.
35.0
1.378
35.1
1.382
Repair or replace
input shaft.
Inside diameter of one-way

clutch (6) rotating face of
outer race.
153.17
6.030
153.2
6.031
Outside diameter of oneway clutch (6) rotating face

of shaft.
134.17
5.282
134.14
5.281
Inside diameter of pump

bearing retainer (7) at seal
ring contact area.
185
7.283
185.5
7.303
Repair or replace
bearing retainer.
Clutch disc thickness
5.4
.213
4.8
0.189
Replace clutch
disk.
4.45
wide
0.175
wide
4.0
wide
0.157
wide
6.5
thick
0.256
thick
5.9
thick
0.232
thick
Pump seal ring dimensions
Crack check of bolt
Replace one-way
clutch
No Crack
Replace seal ring
Replace Bolt
TABLE II. Gear Backlash

Mating surfaces
F8-18
Backlash
Input shaft and lower idler gear
0.193~0.504
Lower idler gear and PTO gear
0.193~0.504
Input shaft and upper idler gear
0.204~0.538
Upper idler gear and PTO gears
0.204~0.538
07/11 F08004
ASSEMBLY
1. Place shaft (1, Figure 8-45) in dry ice to cool.
After thoroughly chilled, place the shaft into
position on the housing. Align the cap screw
holes in the shaft with the holes in the housing.
4. Install retainer (3, Figure 8-46) and tapped plate

(2) onto the pump. Apply thread lock (p/n
09940-00030) to 24 cap screws (1). Install the
2. Apply thread lock (p/n 09940-00030) to 13 cap

screws (2). Install the cap screws and washers.
Tighten to 110 12 Nm (81 9 lb ft).
FIGURE 8-46. PUMP SUBASSEMBLY

1. Shaft
2. Cap Screws and

Washers
3. Press the outer race of bearing (5, Figure 8-47)

into retainer (8).
1. Cap Screws and

Washers
2. Retainer (tapped)
3. Retainer
5. Pump
5. Install seal ring (7, Figure 8-47) on shaft (1).

Coat the seal ring with petroleum jelly.
6. Carefully lower the pump sub-assembly onto
the shaft.
FIGURE 8-47. PUMP ASSEMBLY

1. Shaft
2. Inner Race
3. Nut
4. Bearing
F08004 07/11
5. Bearing
6. Pump
7. Seal Ring
8. Retainer
F8-19
7. Heat bearings (4 & 5) in an oven to 80 - 100C

(175 - 212F).
8. Press fit bearing (5) onto the shaft until seated
against the shoulder. Press fit bearing (4) onto
the shaft until seated against the pump bearing.
Use 19.6 - 29.4 kN (2 - 3 tons) force when
pressing the bearings.
10. Thread nut (3) onto the shaft.
ONE-WAY CLUTCH ASSEMBLY

14. Install plate (3, Figure 8-49) into the bore of
race (2).
15. Place bearing race (1) in dry ice until chilled.
Use 19.6 - 29.4 kN (2 - 3 tons) force to press
bearing outer race (1) into the bore of race (2).
Ensure the cup is properly seated with no clearance between the cup and the shoulder.
11. Use special tool (p/n 792-335-1400) to tighten

the nut to 466 24 Nm (344 18 lb ft) as
FIGURE 8-49. BEARING RACE INSTALLATION

2. Race
FIGURE 8-48. TORQUEING SHAFT NUT

1. Special Tool
2. Bearing Retainer
Nut
3. Plate
16. Turn the race over with the tapped holes positioned at the top.
17. Position the free-wheel in the bore of the race
with the arrow pointing clockwise. Refer to
Figure 8-50.
12. Apply approximately 7 ml (0.25 oz) power line

oil to the bearings and rotate the pump approximately 10 revolutions.
13. Install inner race (2, Figure 8-47) over shaft (1).
FIGURE 8-50. CLUTCH ROTATION DIRECTION

1. Drag Spring
F8-20
2. Sprag
07/11 F08004
18. Use a mallet and installation tool (1, Figure 851) to tap the free-wheel into the bore of the
race. Use caution when installing. Damage to
sprags or drag springs may result with too much
force.
19. Place bearing cup (4, Figure 8-52) in dry ice to

chill. Use 19.6 - 29.4 kN (2 - 3 tons) force to
press the bearing cup into retainer (3). Verify
the cup is properly seated with no clearance
between the cup and the shoulder.
20. Assemble stator (1), retainer (3), and race (10).
Apply thread lock (p/n 09940-00030) to cap
screws (2). Install the cap screws and the washers. Tighten to 110 12 Nm (81 9 lb ft).
21. Apply power line oil to the one-way clutch inner
race.
22. Lower stator assembly (1, Figure 8-53) over the
shaft. Position the stator into rear housing (2)
while rotating clockwise.
FIGURE 8-51. FREE-WHEEL INSTALLATION

2. Free-Wheel

1. Stator
3. Retainer
4. Bearing Cup
5. Bearing Cone
F08004 07/11
6. Nut
7. Lock Plate
8. Nut
9. Spacer
10. Race
F8-21
STATOR BEARING PRE-LOAD

ADJUSTMENT
Reposition the assembly to place the torque converter axis horizontally.
24. Rotate the stator 15 to 20 times. Tap the stator
two or three times using a soft mallet.
25. Securely fasten one end of a small diameter
rope to one cap screw (2). Then wrap the rope
around the heads of the remaining cap screws
(2) for one revolution.
NOTE: Figure 8-54 does not show the preferred rope
method of checking rolling resistance.
a. Hook a 10 kg (20 lb) spring scale to the other
end of the rope.
1. Stator Assembly
2. Rear Housing
23. After the stator is seated onto the bearing,

rotate the stator. Confirm the stator will turn
clockwise, but not counterclockwise.
b. Pull the spring scale smoothly. Read and

record the force required to start the stator
rotating. The front stator bearing cone is not
installed. Obtain three measurements and
record the average value. The three measurements must be within 0.5 kg (1 lb). If
they are not, the assembly must be checked
for incorrect installation or damaged parts.
FIGURE 8-54. BEARING PRE-LOAD CHECK

1. Spring Scale
F8-22
2. Stator Retainer Cap

Screw
07/11 F08004
26. Install spacer (9, Figure 8-52) and bearing cone

(5). Coat the bearing with power line oil and
rotate the stator several revolutions.
30. After completing the preload adjustment, bend

locking plate (7, Figure 8-52) against the flats of
nuts (6 & 8).
27. Install nut (8). Use special tool (p/n 792-3351300) and tighten to 367 24 Nm (271 18 lb
ft).
31. Tighten two stator retainer cap screws (2,

Figure 8-54) to 110 12 Nm (81 9 lb ft).
28. Loosen nut (8) about 60 degrees. Install lock

plate (7) and outer nut (6). Tighten to 367 24
Nm (271 18 lb ft).
29. Repeat the measurement of force required to
rotate the one-way clutch. Use the same procedure as before. Measure three times and calculate the average. The three measurements
must be within 0.5 kg (1 lb). If they are not, the
assembly must be checked for incorrect installation or damaged parts.
32. Confirm that all rollers of the stator bearing (5,

Figure 8-52) rotate. Verify that a 0.05 mm
(0.002 in.) feeler gauge cannot be inserted
between the end of the roller and the lip on the
outer race. Refer to Figure 8-55.
Use the equation below to calculate the proper

rolling resistance range. If the average calculated in this step is within the range using the
formula below, the clutch is within limits.
If the average is not within range, adjust the
pre-load by loosening and tightening the stator
bearing retainer nuts until the proper rolling
resistance is achieved. Use the tightening specifications outlined in Step 27 & Step 28.
FIGURE 8-55. BEARING CLEARANCE CHECK
Rolling resistance range = (Value from Step 25) + 2.2
kg (4.9 lb) to (Value from Step 25) + 3.6 kg (7.9 lb).
33. Reposition the torque converter with the axis of

the shaft vertical.
Example:
Initial 3 measurements:
3 kg, 2.8 kg, 3.2 kg = 3 kg Average (Step 25)
Secondary 3 measurements:
34. Place the turbine on a work bench. Support the

turbine on a wood block, as shown in Figure 856.
5.5 kg, 5.7 kg, 5.9 kg = 5.7 kg Average (Step 29)

Final Calculation
3kg + 2.2 kg to 3 kg + 3.6 kg = 5.2 to 6.6 kg =
proper range
In this example, 5.2 - 6.6 kg is the proper rolling
resistance range. The average of the secondary
measurements was 5.7 kg which is within the range.
No further adjustment is necessary.
FIGURE 8-56. TURBINE ASSEMBLY
F08004 07/11
F8-23
35. Attach a lifting sling and a hoist to case (1,

Figure 8-57). Lower the case over turbine (2).
39. Install piston seal rings (3) into the groove in

housing (1). Coat the piston seal ring with petroleum jelly.

1. Case
2. Turbine
36. Install a lock-up clutch disc (1, Figure 8-58) and

then a plate (2). Alternately install remainder of
discs (3 total) and plates (2 total). Coat the
discs and plates with clean power line oil during
installation.
FIGURE 8-59. PISTON INSTALLATION
1. Piston Housing
2. Piston
3. Housing Seal Ring
4. Pin
5. Piston Seal Ring
40. Carefully slide the piston into the housing. Invert

the assembly and lower onto the case top.
Ensure the piston remains in the housing bore.
FIGURE 8-58. CLUTCH ASSEMBLY

1. Clutch Disc
2. Clutch Plate
37. Install piston seal rings (5) in the piston grooves

as shown (cup positioned toward outside) in
Figure 8-59. Coat the piston seal ring with
petroleum jelly.
FIGURE 8-60. CLUTCH HOUSING INSTALLATION

1. Piston Housing
2. Cap Screws
38. Chill new pins (4, Figure 8-59) in dry ice if

removed. After thoroughly chilled, tap the pins
into the piston in three places.
F8-24
07/11 F08004

screws (2). Install the cap screws and washers
42. Press fit bearing (2, Figure 8-61) into housing
bore. Verify the bearing is installed parallel to
the face of piston housing (1) within 0.05 mm
(0.002 in.). Install spacer (3) and snap rings (4
& 5).

1. Input Shaft
3. Dowel Pin

1. Piston Housing
2. Bearing
3. Spacer
4. Snap Ring
5. Snap Ring
4. Piston Housing
5. Cap Screw
6. Washer

screw (5). Install cap screws (5) and washers
(6). Tighten to 292 18 Nm (215 13 lb ft).
47. After assembly, check the turbine for smooth
rotation.
43. Press dowel pins (3, Figure 8-62) into the four
holes in bottom of input shaft (1).
48. Install a lift eye in the tapped hole of input shaft

(1, Figure 8-63). Attach lifting chains and a
hoist. Lift the assembly over the pump in the
rear case sub-assembly and lower into position.
Install two cap screws to temporarily attach the
turbine case to the pump.
44. Press bearing inner race (2) onto the shaft until
seated against the shoulder.
45. Align the dowel pins in the shaft with the holes
in piston housing (4). Tap the shaft until seated
on the housing.
F08004 07/11
F8-25

56. Install new O-ring (11) and cover (7). Install the
cover cap screws and tighten to 110 12 Nm
(81 9 lb ft).
57. Press bearing outer race (2) into front housing
(1).
58. Press one inner race (3) onto gear shaft (4).
Refer to the match marks for proper bearing
assembly.
FIGURE 8-63. CLUTCH & PUMP ASSEMBLY
1. Input Shaft
2. Clutch SubAssembly
59. Insert gear (4) into the front housing bore. Press
the remaining inner race (8) onto the shaft.
Install plate (5) and snap ring (6).
60. Apply thread lock (p/n 09940-00030) and install
nut (7). Use tool p/n 790-102-1891 to tighten to
353 39 Nm (260 29 lb ft).
PTO DRIVE ASSEMBLY

49. Press fit bearing outer race (2, Figure 8-64) for
the right hand pump drive into the front housing.
Install snap ring (1).
50. Repeat the previous step for the left hand,
upper pump drive.
NOTE: Pump drive assembly procedures are
identical for both the left and right, upper PTO pump
drives.
51. Install outer bearing race (4) for the upper idler
gear in the front housing bore.
52. Press fit half of inner race (5) onto idler gear
shaft (10).
NOTE: Assemble bearing inner races (5 & 6)
according to match marks noted during disassembly
or match marks on new bearing assembly.
FIGURE 8-65. LOWER IDLER GEAR ASSEMBLY

1. Front Housing
2. Outer Race
3. Inner Race
4. Lower Idler Gear
5. Plate
6. Snap Ring
7. Nut
8. Inner Race
53. Install gear (10) through the front case bore

from the inside. Support the gear and press fit
the remaining inner race onto the shaft.
54. Install holder (9). Apply thread lock (p/n 0994000030) to cap screw (8). Install the cap screw
and washer. Tighten to 277 33 Nm (204 24
lb ft).

62. Install a new O-ring (2, Figure 8-66) onto cover
(1). Place the cover over the lower idler gear.
Install cap screws (3) and the washers and
F8-26
07/11 F08004
FIGURE 8-64. PTO UPPER PUMP DRIVE & IDLER GEAR ASSEMBLY
1. Snap Ring
2. Outer Race
3. Snap Ring
4. Outer Race
5. Inner Race
6. Inner Race
F08004 07/11
7. Cover
8. Cap Screw
9. Holder
10. Upper Idler Gear
11. O-ring
F8-27
64. Press one inner race (3) of the bearing onto

gear shaft (8). Refer to the match marks for
proper bearing assembly.
65. Install the gear in the front housing bore and
press the remaining inner race (5) onto the
shaft.
66. Install plate (4) and snap ring (7).
threads of nut (6). Install the nut. Use tool p/n
790-102-1891 to tighten to 353 39 Nm (260
29 lb ft).
revolutions and check for smooth operation.
Attach appropriate lifting chains and a hoist to
the lift eyes.
FIGURE 8-66. IDLER GEAR COVER
1. Cover
2. O-Ring
3. Cap Screws
70. Install a new O-ring in the groove of the front

housing flange. Install new O-rings at the oil
transfer holes. Coat the O-rings and mating surfaces with petroleum jelly.
63. Press bearing outer race (2) into the bore in

front housing (1).
FIGURE 8-67. LOWER PUMP DRIVE ASSEMBLY

1. Front Housing
1. Front Housing
2. Outer Race
3. Inner Race
4. Plate
5. Inner Race
6. Nut
7. Snap Ring
Drive Gear
9. Lower Idler Gear
2. Rear Housing
71. Carefully lower the front housing onto rear

housing (2) while meshing the gears.
72. Coat the threads of cap screws (1, Figure 8-69)
with thread sealer p/n 790-129-9080. Install the
cap screws and washers.
F8-28
07/11 F08004

1. Cap Screw
2. Washer
FIGURE 8-71. BOSS & BEARING ASSEMBLY

1. Bearing
NOTE: Six of the cap screws must be accessed

through the pump drive cavity, as shown in Figure 870. A special offset wrench may have to be
fabricated locally to reach below the gear to tighten
two of the cap screws.
2. Snap Ring
75. Press fit bearing and boss (2, Figure 8-72) into
cover (1). Install snap ring (3).

FIGURE 8-70. MOUNTING CAP SCREWS
1. Cap Screws
2. Housing
73. Tighten the cap screws to 277 33 Nm (204

24 lb ft).
74. Press fit bearing (1, Figure 8-71) to the pump
drive boss.
1. Cover
2. Bearing & Boss
3. Snap Ring

power line oil to the ball bearing assembly.
Rotate the boss approximately 10 revolutions to
check for smooth operation.
77. Press bearing inner race (7) onto pump drive
gear (5).
F08004 07/11
F8-29
80. Install a new O-ring (14, Figure 8-73) in cover

(12). Coat the O-ring and mating bore in the
front housing with petroleum jelly.
81. Install the pump drive gear assembly into the
housing. Install cap screws (13) and the washers and tighten to 110 12 Nm (81 9 lb ft).
82. Install a new O-ring (6) onto cover (4). Install the
cover. (Applicable to the RH pump drive, only.)
83. Repeat the previous steps for the remaining,
upper pump drive components.
84. If previously removed, install dowel pin (3,
Figure 8-75).
FIGURE 8-73. UPPER PUMP DRIVE

1. Snap Ring
2. Bearing
3. Snap Ring
4. Cover
5. Pump Drive Gear
6. O-Ring
7. Inner Race
8. Snap Ring
9. Bearing
10. Snap Ring
11. Boss
12. Cover
13. Cap Screw
14. O-Ring
85. Apply sealant p/n 790-129-9070 to the outer

diameter of oil seal (1). Install the seal in
retainer (5). Apply grease p/n 790-129-9080 to
the seal lip and retainer bore in the front housing.
78. Install gear (5) on boss (11).

install it onto retainer (5).

threads of cap screws (1, Figure 8-74) Install
the cap screws and tighten to 110 12 Nm (81
9 lb ft).
87. Position retainer (5) over the front housing.

Align the hole for dowel pin (3) and install the
retainer in the housing. Install snap ring (4).
88. Heat and install the collar (10).
install it onto input flange (6) and holder (7).
Place the assembly into position. Apply thread
lock (p/n 09940-00030) to the threads of cap
screw (8). Install the cap screw and the washer.
Tighten the cap screw to 696 34 Nm (514
25 lb ft).
FIGURE 8-74. PUMP DRIVE GEAR

INSTALLATION
1. Cap Screws
2. Gear
F8-30
3. Cover
07/11 F08004
FIGURE 8-76. PUMP CAP SCREW INSTALLATION

1. Pump
2. Cap Screw
FIGURE 8-75. INPUT SHAFT DETAIL

1. Oil Seal
2. O-Ring
3. Dowel Pin
4. Snap Ring
5. Retainer
6. Input Flange
7. Holder
8. Cap Screw
9. O-ring
10. Collar
11. Front Housing
91. Install cap screws (1, Figure 8-77). Tighten the


threads of cap screws (2). Install the cap screws
and washers. Tighten to 54 5 Nm (40 4 lb
ft).
Remove the two cap screws that were installed
temporarily. Apply thread lock (p/n 0994000030) to the threads of cap screws and install,
again. Tighten the cap screws to the specified
torque.
FIGURE 8-77. CAPSCREW INSTALLATION

1. Cap Screw
2. Shaft
92. Refer to Torque Converter Installation at the

beginning of this chapter for information on
mounting the torque converter to the transmission.
F08004 07/11
F8-31
SPECIAL TOOLS
Special tools are available from Komatsu that have
been designed to aid in torque converter rebuild.
Information is also provided to allow fabrication of lifting plates (see below) for lifting the torque converter
assembly off the transmission.
Wrench, p/n 792-335-1300

Used for the torque converter stator bearing
nut.
Wrench, p/n 792-335-1400
Used for the torque converter pump/one-way
clutch bearing retainer nut.
Wrench, p/n 790-102-1891
Lift Plate - Fabricate Locally

Figure 8-78 lists the dimensions to fabricate lifting
plates for torque converter removal and installation.
Three plates are necessary and can be used with
three lift eyes (p/n 04530-12438).
Used for the transmission pump drive gear and

lower idler gear.
Figure 8-79 is a typical illustration of the type of
wrenches listed above.
Use a mild steel to fabricate the plates.
FIGURE 8-79. WRENCH (TYPICAL)
FIGURE 8-78. LIFT PLATE DIMENSIONS
F8-32
07/11 F08004
SECTION F9
TRANSMISSION REBUILD
INDEX
TRANSMISSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-3

TRANSMISSION DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-3
Number One Clutch Housing Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-7
Bearing Cage & Cover Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-10
Number Four Carrier Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F9-11
Output Shaft Cover Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-12
Rear Case Bearing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-12
Output Shaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-13
Output Shaft Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-13
Number Five/Six Carrier Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-13
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-15
INSPECTION TABLE INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-15
TRANSMISSION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-21
GENERAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-21
Number Five/Six Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-21
Output Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-22
Number Seven Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-23
Rear Case Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-24
Rear Case & Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-24
Number Six Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-26
Number Four Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-27
Number Four Carrier Bearing Cage Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-28
Number Five Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-28
Number Four Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-29
Number Three Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-29
F09003 10/11
Transmission Rebuild
F9-1
Clutch Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-30

Number Two Clutch Ring Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-30
Number Three Carrier & Number Two Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-31
Number One Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-31
Number One Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-34
Checks Prior to Final Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-36
Final Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-36
Input Shaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-37
External Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9-39
F9-2
10/11 F09003
TRANSMISSION REBUILD
Refer to Section F2 for the proper procedures for
removing and installing the transmission/torque converter from the truck. Refer to Section F8 for the
proper procedures for removing and installing the
torque converter.
The transmission assembly weighs approximately 2294 kg (5057 lb). Use appropriate lifting
apparatus capable of lifting that weight.
TRANSMISSION DISASSEMBLY
3. Remove the Electronic Control Modulated Valve

(ECMV) valves and wiring harness (3) from the
transmission case. Remove the ECMV valve
mounting plate and filter assembly.
4. Remove the orifices from below the ECMVs.
The reverse, low and lockup ECMVs do not use
an orifice.
5. If not previously removed, remove the cap
screw securing output flange (4). Remove the
flange, the cover, and the O-ring.
6. Remove sleeves (2, Figure 9-2) and discard the
O-rings.
7. With the transmission positioned vertically as
shown in Figure 9-3, remove cap screws (2)
and remove oil pan (1).
1. Remove sheet metal covers (1, Figure 9-1).

2. Disconnect the wiring harness from input shaft
speed sensor (7), intermediate shaft speed sensor (6), output shaft speed sensor (3) and lube
oil temperature sensor (2). Remove the sensors.
FIGURE 9-2. VALVE SEATS

1. Valve Seat
Mounting Surface
2. Sleeves
FIGURE 9-1. EXTERNAL COMPONENT

REMOVAL
1. Covers
2. Lube Oil Temperature
Sensor
Sensor
4. Output Flange
F09003 10/11
5. Wire Harness
Speed Sensor
Sensor
F9-3
9. Remove cap screws (2) and remove plate (3)

from the input shaft. Check the dowel pins for
damage and remove if necessary.
10. Remove two 8 mm cap screws, the plate and
gasket (5). Remove nine 14 mm cap screws (4)
from the number one clutch housing to separate
it from transmission case (6).
10. Attach appropriate lifting apparatus and a hoist
to transmission case (1, Figure 9-5). Remove
21 cap screws (2) and six nuts securing the
transmission case to rear case (3).
11. Carefully lift the transmission case until it clears
the internal components, and set aside.
12. Remove and discard the O-rings sealing the two
cases together.
FIGURE 9-3. OIL PAN REMOVAL
1. Oil Pan Assembly
2. Cap Screws
8. Attach an overhead hoist to input shaft (1,

Figure 9-4). Lift the input shaft and plate (3) out
of the transmission assembly.
FIGURE 9-5. CASE SEPARATION

2. Cap Screw
3. Rear Case

1. Input Shaft
2. Cap Screw
3. Plate (Sensor Gear)
4. Cap Screw (14 mm)
F9-4
5. Cap Screw (8 mm),

Plate & Gasket
10/11 F09003
13. Before disassembling the clutches, check the

number one, three, four, five and six clutch pistons for normal operation. Use pressurized air
at 380 104 kPa (55 15 psi) and oil leak tester kit (p/n 799-301-1600), as shown below.
NOTE: This test will not work If the oil has drained
from the clutch cavities. The pistons will bypass air
and will not move.
FIGURE 9-6. CLUTCH OPERATION CHECK

1. Leak Tester
2. Clutch Pressure Port
14. Attach two 12 mm eye bolts, lifting chains and a

hoist. Lift out the number one and two clutches
and number three carrier assembly (1, Figure 97).
F09003 10/11
FIGURE 9-7. CLUTCH & CARRIER ASSEMBLY

REMOVAL
1. Number One And
Two Clutch With
Number Three
Carrier
2. Rear Case
F9-5
15. Disassemble the number one clutch as follows:

a. Remove cap screws (1, Figure 9-8). Remove
cover (2).
16. Remove discs (1, Figure 9-9), plates (2), piston

return springs (4), clutch plate separator springs
(3), and guide pins (5).
b. Remove internal snap ring (6).

c. Remove spacer (8).
d. Remove external snap ring (5) from the number one sun gear shaft.
e. Remove cover (7).
f. Remove cap screws (9).
g. Insert a 12 mm pusher bolt into the tapped
hole in clutch housing (10). Remove the
clutch housing, bearing and hub.
FIGURE 9-9. NUMBER ONE CLUTCH

DISASSEMBLY
1. Clutch Discs
2. Clutch Plates
3. Separator Spring
4. Return Spring
5. Guide Pin
17. Press hub (1, Figure 9-10) from the clutch housing bearing bore.
18. Remove snap ring (3). Turn the housing over
and press bearing (2) from clutch housing (4).
Use a bearing removal tool to press on the
outer race of the bearing during removal.

DISASSEMBLY
1. Cap Screw
2. Cover
3. Pin
4. Number One Sun
Gear
5. Snap Ring
F9-6
6. Snap Ring
7. Cover
8. Spacer
9. Cap Screw
10. Clutch Housing
10/11 F09003
FIGURE 9-10. HUB REMOVAL

1. Hub
2. Bearing
3. Snap Ring
4. Clutch Housing
5. Support Blocks
1. Number One Clutch
Housing
19. Remove snap ring (2, Figure 9-11) from the

bearing inner race.
20. Attach eye bolts, lifting chains and a hoist to
housing (1). Raise the assembly approximately
50 mm (2 in.) above the work surface.
21. Separate the number one clutch housing from
the number two clutch housing. Separate by
tapping the number two clutch housing with a
soft mallet or by inserting a pry bar.
2. Snap Ring
3. Cap Screw
Number One Clutch Housing Disassembly

22. Remove snap ring (2, Figure 9-12). Remove
bearing (3), bushing (4) and pin (5).
FIGURE 9-12. CLUTCH HOUSING DISASSEMBLY

Housing
2. Snap Ring
F09003 10/11
3. Bearing
4. Bushing
5. Pin
F9-7

24. Attach lift eyes, lifting chains and a hoist to carrier (2). Remove cap screws (1).
25. Insert pusher bolts into the tapped holes and
remove the number one carrier assembly.
27. Disassemble the number two clutch as follows:

a. Remove piston (1, Figure 9-14). Remove
separator plate (5) and plate (4).
b. Remove clutch discs and plates (6) and
springs (21).
c. Remove spacer (3), hub (2), and number
three sun gear (14). Remove spacer (13).
28. Disassemble the number three carrier as follows:
a. Remove cap screws (9). Remove cover (8).
b. Push planet gear shafts (17) out of the carrier bores. Remove ball (18) when the shaft
is removed.
c. Remove gears (16), thrust washers (19), and
bearings (20).
d. If necessary, remove sleeves and balls (7).
FIGURE 9-13. NUMBER ONE CARRIER

DISASSEMBLY
1. Cap Screw
7. Bearing
2. Carrier
8. Number One
3. Snap Ring
Planetary Gear
4. Number One Sun
9. Ball
Gear
10. Cover
5. Gear Shaft
11. Cap Screw
6. Thrust Washer
12. Snap Ring
NOTE: If sleeve removal is required, tap the sleeve

to gain access to the 10 x 1.5 mm threads. Insert a
puller bolt to remove the sleeve.
e. Remove snap ring (10) and press bearing

(11) out of the carrier bore.
f. Remove bearing inner race (15).
g. Remove seal ring (12).
26. Disassemble the number one carrier assembly

as follows:
a. Remove cap screws (11).
b. Remove cover (10).
c. Remove number one sun gear (4).
d. Push planetary gear shafts (5) out of the carrier bores. Remove ball (9) when the shaft is
removed.
e. Remove each shaft with gears (8), thrust
washers (6), and bearings (7).
f. Remove snap ring (12) and remove the ring
gear.
F9-8
10/11 F09003
FIGURE 9-14. NUMBER TWO CLUTCH &

NUMBER THREE CARRIER DISASSEMBLY
1. Piston
2. Hub
3. Spacer
4. Plate
5. Separator Plate
6. Clutch Discs & Plates
7. Sleeve & Ball
8. Cover
9. Cap Screw
10. Snap Ring
11. Bearing
12. Seal Ring
13. Spacer
14. Number Three Sun
Gear
16. Planetary Gear
17. Gear Shaft
18. Ball
19. Thrust Washer
20. Bearing
21. Spring
22. Number Three
Carrier
FIGURE 9-15. NUMBER THREE CLUTCH

1. Ring Gear
2. Tie Bolt
3. Clutch Housing
4. Clutch Plates, Discs,

Springs
32. Remove six cap screws (2, Figure 9-16).

Remove number three/four housing (1).
29. Remove tie bolts (2, Figure 9-15).

30. Remove number three clutch housing (3).
31. Remove ring gear (1). Remove the clutch
plates, discs, and springs.
FIGURE 9-16. NUMBER FOUR CLUTCH

DISASSEMBLY
1. Number Three/Four
Housing
2. Capscrew
F09003 10/11
3. Guide Pin
4. Springs
5. Discs & Plates
F9-9
33. Remove clutch discs & plates (5), springs (4)

and guide pins (3).
34. Use the hole in bearing cage (1, Figure 9-17) to
access the cover mounting cap screws.
Remove the cap screws, the bearing cage and
the cover.
35. Remove tie bolts (5) and housing (2).
36. Remove the number four ring gear.
FIGURE 9-18. BEARING CAGE DISASSEMBLY

1. Bearing Cage
2. Seal Ring
3. Snap Ring
4. Bearing
5. Seal Ring
6. Cover
7. Bearing
8. Snap Ring
9. Seal Ring
45. Attach lift eyes (M12 x 1.75), lifting chains and a

hoist to number four carrier (1, Figure 9-19).
Remove the carrier and the number five ring
gear.
46. Remove number five clutch housing (2).
FIGURE 9-17. NUMBER FOUR RING GEAR

REMOVAL
1. Bearing Cage
4. Springs
2. Housing
5. Tie Bolts
3. Discs & Plates
37. Remove discs/plates (3) and springs (4).

38. Remove the snap ring retaining the number four
sun gear to the intermediate shaft.
39. Remove the number four sun gear.
Bearing Cage & Cover Disassembly

40. Remove seal rings (2 & 9, Figure 9-18).
41. Remove snap ring (8). Separate bearing cage
(1) from cover (6).
42. Remove seal ring (5).
FIGURE 9-19. NUMBER FOUR CARRIER
ASSEMBLY REMOVAL
43. Remove bearing (7) from the cover.

44. Remove snap ring (3). Remove bearing (4) from
the cage.
F9-10
1. Number Four Carrier

Assembly
2. Number Five Clutch

Housing
3. Clutch Plates & Discs
10/11 F09003
Number Four Carrier Disassembly

ring gear (1).
NOTE: Insert a tool through the holes in the ring gear
to compress the snap ring when disassembling.
48. If necessary, remove four sleeves (4) and
detent balls (5).
NOTE: If sleeve removal is required, tap the sleeve
for access to the 10 x 1.5 mm threads. Insert a puller
bolt and remove.
49. Remove four planet gear shafts (8) and detent
balls (9). Remove thrust washers (7) and bearings (10).
FIGURE 9-21. NUMBER SIX CLUTCH

DISASSEMBLY
1. Guide Pin
2. Number Six Ring
Gear
3. Number Six Clutch

Housing
4. Clutch Discs, Plates,
& Springs
52. Remove number six ring gear (2). Remove

number six clutch housing (3).
DISASSEMBLY
1. Number Five Ring
Gear
2. Snap Ring
3. Number Four Carrier
4. Sleeve
5. Ball
6. Planet Gear
7. Thrust Washer
8. Shaft
9. Ball
10. Bearing
53. Insert a lift eye (M16 x 2) into the tapped hole in

intermediate shaft (1, Figure 9-22). Attach a lifting chain and a hoist. Lift the shaft out of the
assembly.
Use caution when inserting the lift eye. DO NOT

damage the seal ring contact area in the intermediate shaft bore.
50. Remove clutch discs, plates & springs (4,
Figure 9-21).
51. Remove guide pins (1).
54. Remove spacer and ball bearing (3). Remove

the number five and number six sun gears.
55. Invert the rear case as shown in Figure 9-23.
56. Remove cap screws (2). Use three pusher bolts
(M12 x 1.75 x 150 mm) to remove cover (3).
F09003 10/11
F9-11
Output Shaft Cover Disassembly

57. Remove cap screws (1, Figure 9-24). Remove
cover (2) and discard O-rings (3 & 4).
58. Remove oil seal (7).
59. Press bearing (6) from cover (5).
FIGURE 9-22. INTERMEDIATE SHAFT REMOVAL

2. Rear Case
3. Spacer & Bearing
FIGURE 9-24. OUTPUT SHAFT COVER

DISASSEMBLY
1. Cap Screw
2. Cover
3. O-ring
4. O-ring
5. Cover
6. Bearing
7. Oil Seal
Rear Case Bearing Removal

60. Attach a hoist to the rear case and lift the case
off of the assembly.
61. Remove collar (4, Figure 9-25) from rear case
(1).
62. Remove bearing (3).

1. Cover
3. Cover
2. Capscrew
4. Rear Case
F9-12
10/11 F09003
65. Remove two plates (3)

66. Lift output shaft (1) out of the carrier assembly.
Output Shaft Disassembly

67. Remove spacer (3, Figure 9-27).
68. Remove cap screws (5) and cover (2).
69. Remove piston (1). Remove and discard seals
(6) from piston (1) and output shaft (11).
FIGURE 9-25. REAR CASE BEARING
1. Rear Case
2. Dowel Pin
3. Bearing
4. Collar
5. Pin
70. Remove worm gear (9), collar (7), and bearing

inner race (5). If damaged, remove dowel pins
(8).
71. Remove bearing (4).
Number Five/Six Carrier Disassembly

Output Shaft Removal
63. Remove the output shaft speed sensor gear.
64. Remove cap screws (2, Figure 9-26).
72. Remove the number seven clutch plates, discs,

and springs from the number five/six carrier.
Remove the clutch hub.
73. Remove the planet shaft cover from the number
five/six carrier.
74. Remove each planet gear shaft (1 & 5,
Figure 9-28). Remove ball (3).
75. Remove planetary pinion gears (2). Remove the
bearings, collars, and thrust washers from the
carrier.
76. If necessary, remove sleeve and ball (4) at four
locations. Tap the sleeves and install a puller
bolt to remove.
FIGURE 9-26. OUTPUT SHAFT REMOVAL

1. Output Shaft
2. Cap Screw
3. Plates
F09003 10/11
4. Number Seven
Clutch Housing
F9-13
FIGURE 9-27. OUTPUT SHAFT DISASSEMBLY

1. Piston
2. Cover
3. Spacer
4. Bearing
5. Cap Screw
6. Seals

8. Pins
9. Worm Gear
10. Collar
11. Output Shaft
FIGURE 9-28. NUMBER FIVE/SIX CARRIER

DISASSEMBLY
1. Gear Shaft
4. Sleeve & Ball
2. Planetary Pinion Gear 5. Number Six Planetary
3. Ball
Pinion Gear Shaft
F9-14
10/11 F09003
CLEANING AND INSPECTION

Thoroughly clean all parts and inspect.
Discard gaskets and O-rings, and replace with new seals during reassembly. Inspect all cap screws for cracks
or thread damage. Replace any damaged parts.
Refer to Figure 9-29 and the following tables for new part specifications and maximum allowable wear limits for
used parts.
INSPECTION TABLE INDEX

Table 1 . . . . . . Piston Return Spring Specifications and Wear Limits
Table 2 . . . . . . Clutch Disc and Plate Specifications and Wear Limits
Table 3 . . . . . . Seal Ring Specifications and Wear Limits
Table 4 . . . . . . Gear Backlash Specifications
Table 5 . . . . . . Miscellaneous Components Inspection
NOTE: The column labelled No. in the following Tables refers to numbered components shown in Figure 9-29.
TABLE 1. PISTON RETURN SPRING SPECIFICATIONS AND WEAR LIMITS

(Non-Rotating Clutches)
Specifications
No.
Standard - New
Description
Minimum - Used
Free
Length
Installed
Length
Installed
Load
Free
Length
Installed
Load
No. 1 (M) clutch

springs (10 ea.)
91.0 mm
(3.58 in.)
87.0 mm
(3.43 in.)
3.6 kg
(7.94 lb)
85.5 mm
(3.37 in.)
3.1 kg
(6.83 lb)
No. 3 (L) clutch

springs (12 ea.)
91 mm
(3.58 in.)
69 mm
(2.72 in.)
19.8 kg
(43.7 lb)
85.5 mm
(3.37 in.)
16.8 kg
(37.0 lb)
No. 4 (2nd) clutch

springs (12 ea.)
91.0 mm
(3.58 in.)
75 mm
(2.96 in.)
14.4 kg
(31.7 lb)
85.5 mm
(3.37 in.)
12.2 kg
(26.90 lb)
No. 5 (1st) clutch

springs (12 ea.)
91 mm
(3.58 in.)
74.8 mm
(2.94 in.)
14.6 kg
(32.2 lb)
85.5 mm
(3.37 in.)
12.4 kg
(27.3 lb)
No. 6 (R) clutch

springs (12 ea.)
91 mm
(3.58 in.)
71 mm
(2.80 in.)
18.0 kg
(39.7 lb)
85.5 mm
(3.37 in.)
15.3 kg
(33.7 lb)
Remedy
Replace
NOTE: Discard all clutch spacer springs and replace with new parts during assembly.
F09003 10/11
F9-15
TABLE 2. CLUTCH DISC AND PLATE SPECIFICATIONS AND WEAR LIMITS

Specifications
No.
Description
Standard New
Tolerance
Minimum Used
No. 1 clutch
Total thickness: 8 discs + 7 plates
70.1 mm
(2.760 in.)
0.387 mm
(0.015 in.)
67.7 mm
(2.665 in.)
No. 2 clutch
37.2 mm
(1.465 in.)
0.346 mm
(0.014 in.)
34.8 mm
(1.370 in.)
No. 3 clutch
42.6 mm
(1.677 in.)
0.346 mm
(0.014 in.)
40.2 mm
(1.583 in.)
No. 4 clutch
55.0 mm
(2.165 in.)
0.316 mm
(0.012 in.)
52.0 mm
(2.047 in.)
10
No. 5 clutch
55.0 mm
(2.165 in.)
0.316 mm
(0.012 in.)
52.0 mm
(2.047 in.)
11
No. 6 clutch
60.2 mm
(2.370 in.)
0.33 mm
(0.113 in.)
56.6 mm
(2.228 in.)
12
No. 7 clutch
37.2 mm
(1.465 in.)
0.346 mm
(0.114 in.)
34.8 mm
(1.370 in.)
13
No. 1 clutch
Single disc thickness
5.0 mm
(0.197 in.)
0.1 mm
(0.004 in.)
4.4 mm
(0.173 in.)
14
No. 2, 3 clutch
Single disc thickness:
5.4 mm
(0.213 in.)
0.15 mm
(0.006 in.)
4.8 mm
(0.189 in.)
15
No. 4, 5 & 6 clutch

5.2 mm
(0.205 in.)
0.1 mm
(0.004 in.)
4.6 mm
(0.181 in.)
16
No. 7 clutch
5.4 mm
(0.213 in.)
0.15 mm
(0.006 in.)
4.8 mm
(0.189 in.)
17
No. 1 clutch
Single plate thickness:
4.3 mm
(0.169 in.)
0.1 mm
(0.004 in.)
4.1 mm
(0.161 in.)
18
No. 2 clutch
5.2 mm
(0.205 in.)
0.1 mm
(0.004 in.)
5.0 mm
(0.197 in.)
19
No. 3 clutch
7.0 mm
(0.276 in.)
0.1 mm
(0.004 in.)
6.8 mm
(0.268 in.)
20
No. 4, 5 & 6 clutch

5.8 mm
(0.228 in.)
0.1 mm
(0.004 in.)
5.6 mm
(0.220 in.)
21
No. 7 clutch
5.2 mm
(0.205 in.)
0.1 mm
(0.004 in.)
5.0 mm
(0.197 in.)
F9-16
Remedy
Replace
10/11 F09003
TABLE 3. SEAL RING SPECIFICATIONS AND WEAR LIMITS

Specifications
No.
22
23
24
25
26
27
28
29
Description
Standard New
Tolerance
Minimum Used
Transmission input
shaft seal ring
(34.5 mm dia. seal
ring)
Width
2.56 mm
(0.101 in.)
-0.01 to -0.03 mm
(-0.0004 to -0.0012 in.)
2.30 mm
(0.091 in.)
Thickness
1.70 mm
(0.067 in.)
0.1 mm
(0.004 in.)
1.55 mm
(0.061 in.)
Transmission input
shaft seal ring (89
mm dia. seal ring)
Width
3.00 mm
(0.118 in.)
-0.01 to -0.03 mm
(-0.0004 to -0.0012 in.)
2.70 mm
(0.106 in.)
Thickness
3.70 mm
(0.146 in.)
0.12 mm
(0.0047 in.)
3.55 mm
(0.140 in.)
Width
4.00 mm
(0.157 in.)
-0.01 to -0.03 mm
(-0.0004 to -0.0012 in.)
3.60 mm
(0.118 in.)
Thickness
4.50 mm
(0.177 in.)
0.12 mm
(0.0047 in.)
4.35 mm
(0.171 in.)
Width
4.00 mm
(0.157 in.)
-0.01 to -0.04 mm
(-0.0004 to -0.0016 in.)
3.60 mm
(0.118 in.)
Thickness
5.00 mm
(0.248 in.)
0.15 mm
(0.0059 in.)
4.85 mm
(0.191 in.)
Width
4.00 mm
(0.157 in.)
-0.01 to -0.04 mm
(-0.0004 to -0.0016 in.)
3.60 mm
(0.118 in.)
Thickness
4.00 mm
(0.157 in.)
0.15 mm
(0.0059 in.)
3.85 mm
(0.152 in.)
Width
4.50 mm
(0.177 in.)
-0.01 to -0.03 mm
(-0.0004 to -0.0012 in.
4.05 mm
(0.159 in.)
Thickness
5.20 mm
(0.157 in.)
0.12 mm
(0.0047 in.)
5.05 mm
(0.199 in.)
Width
3.00 mm
(0.118 in.)
-0.01 to -0.03 mm
(-0.0004 to -0.0012 in.)
2.70 mm
(0.106 in.)
Thickness
1.70 mm
(0.067 in.)
0.1 mm
(0.004 in.)
1.55 mm
(0.061 in.)
Width
4.50 mm
(0.177 in.)
-0.01 to -0.03 mm
(-0.0004 to -0.0012 in.)
4.05 mm
(0.159 in.)
Thickness
5.50 mm
(0.217 in.)
0.15 mm
(0.0059 in.)
5.35 mm
(0.211 in.)
No. 3 carrier seal

ring
No. 4 carrier cover

seal ring
Bearing cage seal

ring (front)
Bearing cage seal

ring (rear)
Input shaft & intermediate shaft seal

ring
No 1 carrier collar
(2 ea.), No. 7 clutch
hub (2 ea.) & Output shaft collar (3
ea.)
F09003 10/11
Remedy
Replace
F9-17
TABLE 4. GEAR BACKLASH SPECIFICATIONS

Specification
No.
Description
Remedy
Minimum
Maximum
30
Backlash between No. 1 sun gear and planetary gear
0.15 mm
(0.006 in.)
0.40 mm
(0.016 in.)
31
Backlash between No. 1 planetary gear and

ring gear
0.17 mm
(0.007 in.)
0.44 mm
(0.017 in.)
32
0.14 mm
(0.006 in.)
0.37mm
(0.015 in.)
33

ring gear
0.17 mm
(0.007 in.)
0.43 mm
(0.017 in.)
34
0.15 mm
(0.006 in.)
0.40 mm
(0.016 in.)
35

ring gear
0.17 mm
(0.007 in.)
0.43 mm
(0.017 in.)
36
0.14 mm
(0.006 in.)
0.37 mm
(0.015 in.)
37
Backlash between No. 5 planet gear and

ring gear
0.16 mm
(0.006 in.)
0.40 mm
(0.016 in.)
38
Backlash between No. 6 sun gear and

planet gear
0.14 mm
(0.006 in.)
0.37 mm
(0.015 in.)
39

planet gear
0.11 mm
(0.004 in.)
0.38 mm
(0.015 in.)
40

ring gear
0.16 mm
(0.006 in.)
0.40 mm
(0.016 in.)
41
Maximum wear of inside teeth of clutch

discs
0.3 mm
(0.012 in.)
F9-18
Replace
10/11 F09003
TABLE 5. MISCELLANEOUS COMPONENTS INSPECTION

No.
Description
Planet Gear Thrust Washers:
Specification
Remedy
Standard - New
Tolerance
Minimum Used
41
No. 1, 4, 5 & 6 (outside) planet gear

thrust washer thickness
3 mm
(0.118 in.)
0.1 mm
(0.004 in.)
2.5 mm
(0.098 in.)
42
No. 3 & 6 (inside) planet gear thrust

washer thickness
2 mm
(0.079 in.)
0.1 mm
(0.002 in.)
1.5 mm
(0.059 in.)
Replace
thrust
washer
NOTE: No flaws permissible on thrust washers.

Planet Gear Side Clearance:
Standard - New
Maximum Used
No. 1 gear train

No. 3 gear train
43
No. 4 gear train
0.25 to 0.90 mm
(0.010 to 0.035 in.)
1.5 mm
(0.059 in.)
No. 5 gear train

No. 6 gear train
Maximum Used
Seal Ring Contact Area Wear:

44
Seal ring sealing surface contact area (Max. groove depth.):
Oil Seal Contact Area Wear:

45
Output shaft drive flange, oil seal

contact area
Coupling Capscrew:
46
Check the capscrew for cracks.
F09003 10/11
Replace
thrust
washer or
replace
carrier
0.05 mm
(0.002 in.)
Standard Diameter - New
Minimum
Diameter
145 mm
(5.709 in.)
144.8 mm
(5.701 in.)
Replace
Replace
No Cracks Found
Cracks Found
Reuse
Replace
F9-19
FIGURE 9-29. TRANSMISSION COMPONENT PARTS INSPECTION
F9-20
10/11 F09003
TRANSMISSION ASSEMBLY
GENERAL INSTRUCTIONS
Install new O-rings, seals, and gaskets when
components are assembled.
During assembly, coat seal rings and grooves
with petroleum jelly.
Apply clean power line oil to all rotating and
sliding components before assembly.
Freeze planetary gear shafts in dry ice before
installing in carriers.
Use standard fastener torque values during
assembly unless otherwise specified.
2. Position a thrust washer (2, Figure 9-31), two

needle bearings (10), a number five planetary
gear (9), and another thrust washer (2) in number five carrier (11).
3. Install a thrust washer (2) and two needle bearings (8) separated by a collar (3) in the number
six carrier planetary gear bore. Install a number
six planetary gear (7) and another thrust washer
(2). Repeat for the remaining three gears.
4. After freezing in dry ice, carefully install each
gear shaft (1). Properly align the bearings,
washers, and collars. Insert detent ball (4) for
each shaft.
If oil passage plugs have been removed, apply

thread lock (p/n 09940-00030) to threads prior to
installation. Install plugs flush with the surface
and stake threads at two places.
Side clearance for all planetary pinion gears is
0.25 to 0.90 mm (0.010 to 0.035 in.).
Number Five/Six Carrier Assembly
1. If removed, insert sleeves and balls (4,
Figure 9-30) at four locations in the number six
carrier.
FIGURE 9-31. PLANETARY GEAR

INSTALLATION
1. Shaft
2. Thrust Washer
3. Collar
4. Ball
5. Cap Screw
6. Cover
7. Number Six Planetary

Pinion Gear
8. Needle Bearing
9. Number Five Planetary Pinion Gear
10. Needle Bearing
11. Number Five/Six
Carrier
FIGURE 9-30. NUMBER FIVE/SIX CARRIER

ASSEMBLY
1. Gear Shaft
4. Sleeve & Ball
2. Planetary Pinion
5. Number Six
Gear
Planetary Pinion
3. Ball
Gear Shaft
F09003 10/11
F9-21
5. Install a thrust washer and two needle bearings

separated by a collar in the remaining carrier
bores. Install the number six planetary pinion
gear and another thrust washer.
6. Freeze the number six planetary pinion gear
shafts (5, Figure 9-30) in dry ice. Install the
shafts then install the detent balls.
7. Install cover (6, Figure 9-31). Apply thread lock
(p/n 09940-00030) to the threads of cap screw
(5) and install. Tighten to 66 7 Nm (49 5 lb
ft).
Output Shaft Assembly
8. Press bearing inner race (7, Figure 9-32) onto
output shaft (11) until fully seated against the
shoulder.
9. Drive locating pins (8) into the output shaft
holes.
10. Install collar (10) and worm gear (9) over the
locating pins and against the bearing inner race.
11. Press bearing (4) into the output shaft until fully
seated against the shoulder of the bore.
Press against the outer race of the bearing, only.

Applying force on the cage or the inner race will
damage the bearing.
12. Coat the piston seals (3, Figure 9-33) with
petroleum jelly. Install the piston seals in the
grooves in piston (1) and output shaft (2). Position the seal cup as shown in Figure 9-33.
13. Apply power line oil to the seal contact area.
Install piston (1) into the output shaft.
14. Install cover (2, Figure 9-32). Install cap screws
(5) and the washers. Tighten to standard
torque.
FIGURE 9-33. PISTON SEAL INSTALLATION

FIGURE 9-32. OUTPUT SHAFT ASSEMBLY
1. Piston
2. Cover
3. Spacer
4. Bearing
5. Cap Screw
6. Seals
F9-22

8. Pins
9. Worm Gear
10. Collar
11. Output Shaft
1. Piston
2. Output Shaft
3. Seal
10/11 F09003
Number Seven Clutch Assembly

15. Install two seal rings (11, Figure 9-34) in the
grooves in number seven clutch hub (10). Coat
the seal rings with petroleum jelly.
18. Coat a new O-ring (13) with petroleum jelly.

Install the O-ring in the hub groove. Install
spacer (14).
16. Carefully lower the hub into number five carrier

assembly (12).
19. Lift the output shaft assembly and lower it onto

the carrier assembly. Install plates (6).
NOTE: In the following step, apply TO-30 or TO-10

power line oil to the clutch discs as they are installed.

screws (5). Install the cap screws and tighten to
110 12 Nm (81 9 lb ft).
17. Install a clutch disc (9) over the hub teeth until
seated in the carrier. Alternately install clutch
plates (8) and the remaining discs. Install wave
springs (7) around the discs. There are three
plates, four discs, and four springs.
21. Install speed sensor gear (4). Apply thread lock

(p/n 09940-00030) to cap screws (3). Install the
cap screws and tighten to standard torque.
22. Install seal rings (2) in the collar grooves. Coat
the seals with petroleum jelly to secure during
FIGURE 9-34. NUMBER SEVEN CLUTCH ASSEMBLY

1. Output Shaft
2. Seal Rings
3. Cap Screw
4. Speed Sensor Gear
5. Cap Screw
6. Plate
7. Spring (4 ea.)
8. Clutch Plate (3 ea.)
F09003 10/11
9. Clutch Disc (4 ea.)

10. Hub
11. Seal Ring
12. Number Five Carrier
13. O-ring
14. Spacer
F9-23
Rear Case Assembly

23. If removed, install collar locating dowel pin (2,
Figure 9-35) into rear case (1).
24. Press bearing (3) into the case until seated
against the shoulder of the bore.
25. Align collar (4) with the dowel pin and install in
the case.
FIGURE 9-36. OUTPUT SHAFT COVER

ASSEMBLY
1. Cap Screw
2. Cover
3. O-ring
4. O-ring
FIGURE 9-35. REAR CASE ASSEMBLY

1. Rear Case
2. Dowel Pin
3. Bearing
4. Collar
5. Cover
6. Bearing
7. Oil Seal
29. Coat a new O-ring (3) with petroleum jelly.

Install the O-ring in the groove of cover (2).
Install cover (2) onto cover (5).
30. Install cap screws (1) and the washers. Tighten
to standard torque.
31. Install a new O-ring (7, Figure 9-37) in the
groove in cover (5).
Rear Case & Carrier Assembly

26. Attach lifting apparatus and a hoist to the rear
case. Carefully lower the case over the output
shaft to seat rear case bearing (3) on outer race
(15, Figure 9-34).
27. Install bearing (6, Figure 9-36) in cover (5).
28. Coat the outer diameter of seal (7) with sealant
(p/n 790-129-9080). Apply the sealant to the
bore in cover (2). Press the seal into the cover.
Remove all traces of sealant after installation.
F9-24
32. Place cover assembly (5) over output shaft (4)

and align the mounting cap screw holes.
33. Temporarily install drive flange (1). Tap the
flange to install bearing (2) onto the output shaft
until fully seated against speedometer drive
gear (3).
34. Remove the drive flange.
35. Install cap screws (6) and the washers. Tighten
to standard torque.
10/11 F09003
FIGURE 9-38. PREPARATION FOR

INTERMEDIATE SHAFT INSTALLATION

INSTALLATION
1. Drive Flange
2. Bearing
3. Speedometer Drive
Gear
4. Output Shaft
5. Cover
6. Cap Screw
7. O-Ring
8. Rear Case
9. Seal Ring
11. Spacer
12. Bearing
2. Dry Ice
38. Invert the rear case as shown in Figure 9-39.

39. When frozen, remove the intermediate shaft
from the dry ice. Insert the shaft through the
number five/six planetary assembly, and into
bearing (12, Figure 9-37). Seat the shaft
against spacer (11).
40. Insert the number six sun gear, the spacer, and
the number five sun gear. Insert spacer and
bearing (3, Figure 9-39).
36. Install seal ring (9, Figure 9-37) onto the intermediate shaft. Coat the seal with petroleum jelly
to aid in assembly.
37. Place intermediate shaft (1, Figure 9-38) in a
container of dry ice (2) to freeze the bearing
mounting area. Refer to Figure 9-38. Freeze for
20 minutes or more before installing.
FIGURE 9-39. INTERMEDIATE SHAFT

INSTALLATION
2. Rear Case
F09003 10/11
3. Spacer & Bearing
F9-25
Number Six Clutch Assembly

41. Attach lifting apparatus and a hoist to number
six clutch housing (3, Figure 9-40). Lower the
housing onto the rear case, aligning the dowel
pins and the mating holes.
42. Install number six ring gear (2).
43. Install six guide pins (1).
44. Coat a new clutch piston seal (9, Figure 9-41)
with petroleum jelly. Install the clutch piston seal
in the housing groove. Position the seal as
shown in the illustration.
45. Install a new seal on the number six clutch piston. Position the seal with the open part positioned toward the clutch piston oil pressure
cavity.
NOTE: During the next step, apply TO-30 or TO-10
power line oil to the clutch discs as the parts are
installed.
46. Install one clutch disc (6) against piston (3).

Install the separator springs. Continue to alternately install the clutch discs, plates, and separator springs. Install a total of six discs and five
plates.
47. Install 12 piston return springs (4).

COMPONENTS
1. Rear Case
2. Number Six
Clutch Housing
3. Piston
4. Spring
5. Dowel Pin
6. Clutch Disc
7. Clutch Plate
8. Number Six Ring
Gear
9. Piston Seal
48. Install number five clutch housing (4, Figure 942) over the dowel pins and firmly seat against
the number six clutch housing. Verify the
sleeves are installed in all 22 tie bolt holes.

ASSEMBLY
1. Guide Pin
2. Number Six Ring
Gear
Housing
F9-26
4. ClutchDiscs,Plates,
& Springs
10/11 F09003
Number Four Carrier Assembly

51. If removed, install four sleeves (4, Figure 9-44)
with detent balls (5).
FIGURE 9-42. NUMBER FIVE CLUTCH

ASSEMBLY
Assembly
2. Number Five
Clutch Piston
3. Piston Seal
4. Number Five
Clutch Housing
5. Housing Seal
6. Plate
7. Number Five
Clutch Plates &
Discs
8. Spring
9. Number Four
Carrier
10. Cap Screw
11. Bearing Cage
Assembly
12. Snap Ring
13. Number Four Sun
Gear

ASSEMBLY
49. Coat new piston seal rings (3 and 5, Figure 942) with petroleum jelly. Install seal (5) in the
clutch housing groove. Install seal (3) in number
five clutch piston (2). Position the seal with the
cup opening toward the clutch oil pressure cavity as shown in Figure 9-43.
50. Install the piston in the clutch housing.
F09003 10/11
52. Position thrust washers (7), needle bearings

(10), and a planetary gear in each carrier pinion
bore. With the parts aligned, insert frozen shaft
(8) and detent ball (9).
1. Number Five Ring

Gear
2. Snap Ring
3. Number Four
Carrier
4. Sleeve
5. Ball
6. Planetary Gear
7. Thrust Washer
8. Shaft
9. Ball
10. Bearing
F9-27
53. Install ring gear (1) as follows:

a. Insert snap ring (2) in carrier (3).
b. Align the external teeth of the carrier with the
internal teeth of the ring gear. Slide the parts
together until the snap ring aligns with the
ring gear groove and snaps into place.
c. Check for proper mating. The ring gear must
be stationary on the carrier.
d. Confirm a gap of approximately 3.2 mm
(0.12 in.) exists between the inner diameter
of the snap ring and the bottom of the carrier
teeth.
54. Install number four sun gear (13, Figure 9-42)
on the intermediate shaft. Install snap ring (12).
four carrier (9). Lower the carrier over the intermediate shaft.
FIGURE 9-45. BEARING CAGE ASSEMBLY

1. Bearing Cage
2. Seal Ring
3. Snap Ring
4. Bearing
5. Seal Ring
6. Cover
7. Bearing
8. Snap Ring
9. Seal Ring
Number Five Clutch Assembly

Number Four Carrier Bearing Cage Assembly
NOTE: In the following assembly procedures, apply
petroleum jelly to the seal ring grooves and seal
rings.
56. Assemble the number four carrier retaining
cover and bearing cage (11) as follows:
a. Install bearing (4, Figure 9-45) in bearing
cage (1).
b. Install snap ring (3).
c. Install bearing (7) in cover (6). Install seal
ring (5).
60. Install the number five clutch plates as follows:

a. Install plate (6, Figure 9-42) onto piston (2).
NOTE: During the next step, apply TO-30 or TO-10
power line oil to the clutch discs as the parts are
installed.
b. Install a disc, then install a plate. Continue to
alternately install a total of five discs and five
plates. Install a separator spring over the
guide pins between the discs as they are
installed.
c. Install piston return springs (8).
d. Assemble the cage to the cover and install

snap ring (8).
e. Install seal rings (2 & 9).
57. Install the assembled bearing cage on the number four carrier assembly.
threads of eight cap screws (10, Figure 9-42).
59. Install the cap screws through the access hole
in the bearing cage. Tighten to 110 12 Nm
(81 9 lb ft).
F9-28
10/11 F09003
Number Four Clutch Assembly

61. Install number four clutch housing (3, Figure 946) over the dowel pins and seat against the
number five clutch housing.
62. Coat new piston seals (2, Figure 9-46) with
petroleum jelly. Install the seals on the number
four clutch piston and housing. Refer to
Figure 9-43 for proper seal orientation. The
open end of the cup must be positioned toward
the clutch oil pressure cavity.
63. Install number four ring gear (9).
64. Assemble the number four clutch as follows:

a. Install plate (5) on piston (1).
b. Install a clutch disc, then install a plate. Continue to alternately install a total of five discs
and five plates. Lubricate the discs with TO10 or TO-30 power line oil as they are
installed.
c. Install a separator spring over the guide pins
between the discs as they are installed.
d. Install piston return springs (6).
65. Install housing (8). Install 22 washers (10) and
tie-bolts (11). Tighten to 385 42 Nm (284 31
lb ft).
Number Three Clutch Assembly

66. Install housing (4, Figure 9-47) over the dowel
pins.
threads of six cap screws (10). Insert the cap
screws through the housing and into bearing
cage assembly (11). Tighten to 110 12 Nm
(81 9 lb ft).
68. Coat new piston seals (1 and 3, Figure 9-47).
Install seal (1) on the housing. Install seal (3) on
piston (2). Refer to Figure 9-43 for seal orientation.
69. Install number three ring gear (9).
70. Assemble the number three clutch as follows:
a. Install plate (5) on the piston.
FIGURE 9-46. NUMBER FOUR CLUTCH

ASSEMBLY
1. Number Four Clutch
Piston
2. Piston Seal
3. Number Four Clutch
Housing
4. Housing Seal
5. Plate
6. Spring
F09003 10/11
7. NumberFourClutch
Assembly
8. Housing
9. Number Four Ring
Gear
10. Washer
11. Tie Bolt
b. Install a clutch disc, then install a plate. Continue to alternately install a total of four discs
and three plates. Lubricate the discs with
TO-30 or TO-10 power line oil as they are
installed.
NOTE: The ear of the clutch plates for the number
three clutch are stamped with the letter L.
c. Install a separator spring over the guide pins
between the discs as they are installed.
d. Install piston return springs (8).
F9-29
71. Install plate (7) over the dowel pins in the number three clutch housing. Install 17 cap screws
and washers (12). Tighten to 385 42 Nm (284
31 lb ft).
Clutch Test
72. Use 586 kPa (85 psi) of pressurized air and oil
leak tester (p/n 799-301-1600). Pressurize each
clutch through the hydraulic oil port to 483 kPa
(70 psi) or more to check for normal operation.
Number Two Clutch Ring Gear Installation

73. Install snap ring (3, Figure 9-48) in the groove in
hub (2).
74. Align the teeth of ring gear (1) with the teeth on
the hub. Press the two parts together until the
snap ring fits into the groove on the ring gear.
75. Inspect the snap ring. Ensure a gap of 2.3 mm
(0.09 in.) exists between the inside diameter of
the snap ring and the hub. Refer to Figure 9-48.
76. Verify the ring gear is a tight fit on the hub and
the parts cannot be separated.
FIGURE 9-48. NUMBER TWO CLUTCH HUB RING

GEAR INSTALLATION
1. Ring Gear
2. Hub
3. Snap Ring
FIGURE 9-47. NUMBER THREE CLUTCH

ASSEMBLY
1. Housing Seal
2. Number Three
Clutch Piston
3. Piston Seal
4. Clutch Housing
5. Plate
6. Number Three
Clutch Assembly
7. Plate
F9-30
8. Spring
9. Number Three Ring
Gear
10. Cap Screw
11. Bearing Cage
12. Cap Screw &
Washer
10/11 F09003
Number Three Carrier & Number Two Clutch

Assembly
77. Install bearing inner race (15, Figure 9-49) on
number two carrier (1).
78. Install bearing (11) and snap ring (10).
79. If removed, install sleeves (7) with detent balls.
80. Install thrust washers (19), needle bearings (20)
and gears (16). Align the parts, and install (frozen) shafts (17) and detent balls (18).
81. Install cover (8). Apply thread lock (p/n 0994000030) to eight cap screws (9) Install the cap
screws and tighten to 66 7 Nm (49 5 lb ft).
82. Install spacer (13), number three sun gear (14),
and hub (4).
83. Install a number two clutch disc, then a plate.
Alternately install a total of four discs and three
plates (6). Install a spring (5) at each disc. Place
plate (2) on top.
84. Install seal ring (12) in the carrier groove. Apply
petroleum jelly to the seal ring and groove.
FIGURE 9-49. NUMBER THREE CARRIER

ASSEMBLY
1. Number Three
11. Bearing
Carrier
12. Seal Ring
2. Plate
13. Spacer
3. Ring Gear
14. Number Three Sun
4. Hub
Gear
5. Spring
6. Clutch Discs & Plates 16. Planetary Gear
7. Sleeve & Ball
17. Gear Shaft
8. Cover
18. Ball
9. Cap Screw
19. Thrust Washer
10. Snap Ring
Number One Carrier Assembly

85. Install thrust washers (3, Figure 9-50), needle
bearing (4), and planetary pinion gear (6). Insert
shaft (2) in carrier (1). Repeat for the remaining
gears.
86. Install cover (7). Apply thread lock (p/n 0994000030) to the threads of cap screws (8). Install
the cap screws and tighten to standard torque.
F09003 10/11
F9-31
89. Coat the piston seals (Figure 9-52) with petroleum jelly. Install the piston seals as shown in
Figure 9-52.
FIGURE 9-50. NUMBER ONE PLANETARY

PINION INSTALLATION
1. Number One Carrier
2. Shaft
3. Thrust Washer
4. Needle Bearing
5. Ball
6. Planetary Pinion
Gear
7. Cover
8. Cap Screws
87. Using a tool as shown in Figure 9-51, align collar (2) with pin (1) and press onto carrier (5).
90. Coat carrier seal (3, Figure 9-54) with petroleum

jelly. Install the carrier seal. Position the seal
cup as shown in Figure 9-54.
88. Coat seal rings (4) and the collar grooves with
petroleum jelly. Install the seal rings.
FIGURE 9-53. NUMBER ONE CARRIER PISTON

INSTALLATION
FIGURE 9-51. COLLAR INSTALLATION
1. Pin
2. Collar
3. Tool
4. Seal Rings
5. Number One
Carrier
1. Separator Plate
2. Piston
3. Carrier Seal
4. Number One
Carrier
91. Align the guide hole in piston (2) with the lock
pin in carrier (4). Install the piston. Install separator plate (1).
F9-32
10/11 F09003
92. Install spacer (5, Figure 9-54) onto hub (7).

Install number one sun gear (4) in number three
carrier assembly (6). Align the splines in the
hub and the spacer. The hole in spacer (5) must
be aligned with the hole in the hub (7).
one carrier (2). Lower the carrier over the sun
gear shaft onto the number three carrier.
threads of cap screws (1) and install. Tighten
the cap screws to 110 12 Nm (81 9 lb ft).
96. Install the bearing in the number one clutch

housing as follows:
a. If necessary, install pin (5, Figure 9-55) in
clutch housing (1).
b. Align bushing (4) with the pin and install in
the carrier bore.
c. Use a bearing installer and a press to install
bearing (3). Press the outer race of the bearing into the bore until seated against the
bushing.
d. Install snap ring (2).
95. Install snap ring (3).
FIGURE 9-55. NUMBER ONE CLUTCH HOUSING

BEARING INSTALLATION
1. Clutch Housing
2. Snap Ring
3. Bearing
FIGURE 9-54. NUMBER THREE AND NUMBER

ONE CARRIER ASSEMBLY
1. Cap Screws
2. Number One Carrier
3. Snap Ring
4. Number One Sun
Gear
F09003 10/11
4. Bushing
5. Pin
97. Using the proper diameter tool (3, Figure 9-56),

press the bearing inner race to assemble number one clutch housing (2) onto number three
carrier (1).
5. Spacer
6. Number Three
Carrier
7. Hub
F9-33
100. Install hub (4, Figure 9-58) over the splines on

the number one sun gear shaft.
101. Insert guide pins (2) in the number one housing.
102. Install the number one clutch assembly as follows:
NOTE: Apply TO-30 or TO-10 power line oil to the
clutch discs as they are installed.
a. Install a clutch disc on hub (4). Install springs
(7).
b. Install a clutch plate over the disc.
c. Alternately install the remaining discs, plates,
and springs. There are a total of eight discs
and seven plates.
d. Coat seal (6) with petroleum jelly. Install the
seal on piston (5) with the seal cup positioned as shown in Figure 9-58.
NOTE: The ear of each clutch plate should be
stamped 4.
FIGURE 9-56. HOUSING & CARRIER

ASSEMBLY
1. Number Three Carrier
Housing
e. Install piston return springs (1).
3. Tool
4. Snap Ring
5. Bearing
103. Coat seal (2, Figure 9-59) with petroleum jelly.

Install the seal in clutch housing (1) with the seal
cup positioned as shown in the illustration.
104. Install clutch housing (1).
98. After the bearing is seated against the collar,

install snap ring (4) in the groove at the bearing
inner race.
105. Install cap screws (9) and tighten to 177 20

Nm (130 14 lb ft).
106. Install cover (8) with dowel pin (3) over the sun
gear shaft splines. Install snap ring (5).
107. Install spacer (7) and snap ring (6).
Number One Clutch Assembly

99. Install bearing (2, Figure 9-57) in number one
clutch housing (1). Install snap ring (3).
FIGURE 9-57. HUB BEARING INSTALLATION

Housing
F9-34
2. Bearing
3. Snap Ring
10/11 F09003

ASSEMBLY
1. Spring
2. Guide Pin
3. Clutch Discs &
Plates
4. Hub
5. Piston
6. Piston Seal
7. Spring
FIGURE 9-59. NUMBER ONE CLUTCH FINAL

ASSEMBLY
1. Clutch Housing
2. Housing/Piston Seal
3. Dowel Pin
4. Number One Sun
Gear Shaft
5. Snap Ring
6. Snap Ring
7. Spacer
8. Cover
9. Cap Screw
11. Carrier Seal Ring
108. Attach lifting apparatus and a hoist to the front

planetary and clutch assembly shown in
Figure 9-60. Lift the assembly. Lubricate seal
ring (11, Figure 9-59) and install. Lower the
assembly onto the transmission rear housing.
Refer to Figure 9-60. Ensure bearing inner race
(10, Figure 9-59) seats properly on the roller
bearing assembly.
F09003 10/11
F9-35
FIGURE 9-61. CLEARANCE CHECK

1. Number Three
Carrier
2. Number Three
Clutch Housing
Plate
111. Pressurize the number one and number two

clutches through the hydraulic oil port. Use a
shop air supply of 586 kPa (85 psi) and oil leak
tester (P/N 799-301-1600).
Number one clutch: Pressurize to 483 kPa (70
psi) or more to check for normal operation.
FIGURE 9-60. FRONT PLANETARY & CLUTCH
INSTALLATION
1. Front Planetary &
Clutch Assembly
Number two clutch: Pressurize to 297 kPa (43

psi) or more to check for normal operation.
2. Rear Housing
Final Assembly
112. Install new O-rings in the hydraulic oil ports on
the face of the rear transmission case.
Checks Prior to Final Assembly

109. After front planetary and clutch assembly (1,
Figure 9-60) is installed, verify clearance exists
between the number three carrier and the number three clutch housing plate. Refer to
Figure 9-61.
110. Rotate the number three carrier by hand to
check for smooth rotation.
F9-36
113. Attach lifting apparatus and a hoist to the transmission case. Coat a new O-ring (4, Figure 962) with petroleum jelly. Install the O-ring in the
groove at the rear of the case. Carefully lower
the case over the power train.
114. Install 21 cap screws (2) and the washers that
secure the main case to the rear case. Install
the six nuts and washers. Tighten the cap
screws and nuts to standard torque.
10/11 F09003
Input Shaft Installation

117. Install two dowel pins (2, Figure 9-64) and the
plates.
threads of cap screws (3). Install the cap screws
and washers to attach speed sensor gear (4) to
transmission input shaft (1). Tighten the cap
119. Place the shaft in a container with dry ice to chill
the bearing mounting area as shown in
Figure 9-64. Chill for 45 minutes or more.

2. Cap Screw
3. Rear Case
4. O-ring
115. Install two 8 mm cap screws, plate and gasket

(1, Figure 9-63) and the washers. Install nine 14
mm cap screws (6) and the washers. Tighten
cap screws (1) to standard torque. Tighten cap
screws (6) to 176 19 Nm (130 14 lb ft).
116. Place cover (4) into position. Install cap screws
(3) and the washers.
FIGURE 9-64. INPUT SHAFT PREPARATION

1. Input Shaft
2. Dowel Pin
3. Cap Screw
4. Speed Sensor Gear

5. Dry Ice
6. Seal Ring Groove
FIGURE 9-63. FRONT PLANETARY & CASE

ASSEMBLY
1. Cap Screw (8 mm),
Plate & Gasket
3. Cap Screw
F09003 10/11
4. Cover
5. Clutch Housing
6. Cap Screw (14 mm)
F9-37
120. After the shaft has been chilled and is removed

for installation, install the seal ring in shaft
groove (6) and coat with petroleum jelly.
NOTE: When the input shaft is installed, it is
essential that the internal splines of number three
sun gear (2, Figure 9-65), hub (3), and spacer (4) are
in alignment. The splines must mate with the external
splines on the input shaft as it is lowered into the
transmission. Ensure spacer (1) is aligned. Coat
spacers (1 & 4) with petroleum jelly to help keep
them aligned.
If properly aligned, the input shaft should slide in as
far as bearing (5) without additional force. If the shaft
is forced, damage to bearing (5) may result.
121. Align the internal splines of sun gear (2,
Figure 9-65), hub (3) and spacer (4). Coat the
spacers with petroleum jelly. Center spacer (1)
over the bore in bearing (5).
122. Carefully lower the input shaft into the front

planetary and clutch assembly. Rotate the shaft
as necessary to align the splines. If the alignment is correct, the shaft should drop into place.
If the shaft does not drop into place, remove the
shaft and realign the splines of the spacer, hub,
and sun gear.
When the dimension from the top of the speed
sensor gear and the face of the case is 6 mm
(0.236 in.) or less, the end of the shaft has
reached the bearing spacer chamfer as shown
in Figure 9-66.
123. Lightly tap the input shaft with a plastic mallet
(max. length - 40 cm (15.75 in.)) to seat the
shaft in the bearing bore and spacer.
FIGURE 9-65. PREPARATION FOR INPUT SHAFT

INSTALLATION
1. Spacer
2. Number Three Sun
Gear
F9-38
3. Hub
4. Spacer
5. Bearing
FIGURE 9-66. INPUT SHAFT INSTALLATION
10/11 F09003
124. When the input shaft is properly seated, the

dimension from the face of the transmission
case to the face of the speed sensor gear will be
approximately 30 mm (1.18 in.). Refer to
Figure 9-67.
External Components
125. Install oil pan (1, Figure 9-68) and a new gasket
onto the transmission case. Install the magnet
assemblies and new O-rings.
FIGURE 9-68. OIL PAN INSTALLATION

1. Oil Pan
2. Cap Screws
126. Install sleeves (2, Figure 9-69) and new O-rings

into the hydraulic oil ports on top of the transmission. Coat the sleeve side of the O-rings with
petroleum jelly.
127. Install O-rings at the ports on valve seat mounting surface (1).
FIGURE 9-67. INPUT SHAFT PROPERLY
INSTALLED
FIGURE 9-69. SLEEVE INSTALLATION

1. Valve Seat Mounting
Surface
F09003 10/11
2. Sleeves
F9-39
128. Install the ECMV valve seat, ECMV orifices,

ECMV valves, and ECMV filter assembly. Refer
to chapter F2 for installation intructions.
129. Install lube oil temperature sensor (2, Figure 970).
130. Install the speed sensors at input shaft (7), intermediate shaft (6), and output shaft (3).
133. Install output flange (4) onto the output shaft.

Install the cover and a new O-ring. Coat the Oring with petroleum jelly. Install the cap screw
and washer. Tighten the cap screw to 2745
294 Nm (2025 217 lb ft).
134. Refer to Section F8 for torque converter installation and final assembly.
131. Attach sensor wiring harness (5) and connect

the sensor plugs.
132. Install covers (1) over the sensors, ECMV
valves and filter.
FIGURE 9-70. SENSOR INSTALLATION

1. Covers
2. Lube Oil Temp.
Sensor
Sensor
4. Output Flange
F9-40
5. Wire Harness
Speed Sensor
Sensor
10/11 F09003
SECTION G
DRIVE AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
REAR AXLE ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
REAR AXLE AND FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1
G01018
Index
G1-1
NOTES
G1-2
Index
G01018
SECTION G2
TIRES AND RIMS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
REAR TIRE AND RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
TIRE MATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Tire Removal From Rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Tire Installation On Rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
FRONT WHEEL STUD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-10
REAR WHEEL STUD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-11
G02023 10/11
Tires and Rims
G2-1
NOTES
G2-2
Tires and Rims
10/11
G02023
TIRES AND RIMS

GENERAL INFORMATION
Truck tires must be inspected and the tire pressure
checked with an accurate pressure gauge before
each working shift. Tire pressure may vary according
to manufacturer and local working conditions. Consult the tire manufacturer for recommended pressures.
Before storing used tires, clean thoroughly and

inspect for damage. Repair as necessary. When a
truck is placed in storage, block the truck to remove
the weight from the deflated tires. If a stored truck
cannot be blocked, check the air pressure and
inspect the tires twice a month.
Install and securely tighten valve caps on each valve

stem. Caps protect valves from dirt build-up and
damage. DO NOT remove air from hot tires. It is normal for pressure to increase in the tire due to expansion.
A bent or damaged rim that does not support the
bead properly may cause abnormal strain on the tire
resulting in a malfunction. Rims must be repaired or
replaced if damaged. If a tire should obtain a deep
cut, it must be repaired. Neglected cuts cause many
tire problems. Water, sand, grit, dirt and other foreign
materials can enter a tire through a cut eventually
causing tread or ply separation.
Whenever possible, store tires indoors. If stored outdoors, cover the tires with tarpaulin to keep out dirt,
water and other foreign materials. Long exposure to
the sun will cause ozone cracks. Store tires in a cool,
dry, dark, draft-free location. Tires may either be
stored vertically or laid horizontally. DO NOT exceed
stacks of more than three tires. Avoid contact with oil,
grease and other petroleum products.
DO NOT weld or heat a rim with the tire

mounted. Gases inside the tire may ignite
causing an explosion of the tire and rim.
When inflating tires, always use a safety
cage.
DO NOT inflate a tire until the lock ring is
securely in place.
DO NOT stand in front of or over the lockring
during inflation procedures.
DO NOT overinflate tires. Refer to the tire
manufacturers recommendations.
Keep personnel away from wheels and tires
during removal or installation.
If the truck has had a fire, DO NOT go near the
tires until the tires have cooled.
The tire/rim assembly weighs approximately
3180 kg (7010 lb). Ensure the tire handling
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
G02023 10/11
Tires and Rims
G2-3
FRONT TIRES AND RIMS

3. Release the air pressure from the tire.
Removal
4. Grasp the tire assembly with the tire handler.
1. Stop the machine on level ground, apply the

parking brake and chock the rear wheels.
2. Place a 45,360 kg (50 ton) capacity hydraulic
jack (1, Figure 2-2) under the suspension cylinder on the A-arm. Raise the front wheel assembly and block securely.
DO NOT damage the tire inflation stem during tire

removal.
Due to its size and weight, keep personnel away

from the wheel and tire assembly during removal
and installation.
5. Remove air valve lock plate (3, Figure 2-3).
6. Remove wheel nuts (2) and clamps (1).
7. Move the wheel and tire assembly away from
the wheel hub and into a clean work area.
8. Inspect the brake components for damage or
wear. Inspect the hydraulic brake lines for leaking fittings or damage.
FIGURE 2-2. JACK PLACEMENT
1. Jack (50 ton capacity)
2. A-Arm
When deflating tires, be cautious of flying dirt

and debris. Wear eye protection at all times.
DO NOT completely deflate the tire. Keep the tire

inflated to 69 - 103 kPa (10-15 psi) to ensure the
tire and rim components remain assembled during tire handling.
G2-4
Tires and Rims
FIGURE 2-3. FRONT WHEEL HUB

1. Clamp
2. Nut
3. Valve Lock Plate
4. Capscrew
5. Wheel Rim
6. Wheel Hub
10/11
G02023
REAR TIRE AND RIM
Installation
1. Remove all dirt, debris and rust from mating
parts before installing the wheel.
2. Grasp the wheel with the tire handler and position the wheel on the wheel hub. Align the notch
in the wheel hub with the rim stopper.
3. Install wheel clamps (1, Figure 2-3) and nuts
(2). Moderately tighten the nuts in the sequence
specified in Figure 2-4. Rotate the wheel, then
check that the lateral runout of the rim is within
5 mm (0.20 in.). Adjust the wheel as necessary.
4. Continue tightening the nuts following the
proper sequence. Tighten to the following
torques:
Threads coated with LM-P anti friction
compound: 1715 197 Nm (1265 145 lb ft)
Dry threads: 2210 245 Nm (1630 181 lb ft)
5. Adjust the tire inflation to the tire manufacturer's
recommended pressure.
Removal
1. Stop the machine on level ground. Apply the
parking brake, and chock the front wheels.
2. Raise the final drive enough for the tires to clear
the ground surface for removal. Block the final
drive case, securely.
3. Remove air valve lock plate (2, Figure 2-5)
4. Remove clamp nuts (4) and clamps (3).
5. Remove wedge ring (7, Figure 2-7). A special
tool is available to aid in wedge ring removal.
Refer to Section M, Special Tools.
6. Move the tire handler into position on the outside wheel.
7. Remove spacer (2, Figure 2-6). Use the tire
handler or other lifting device to remove the
spacer. The weight of the spacer is approximately 93 kg (205 lb).
8. Remove nuts (12, Figure 2-7) and clamps (13).
6. Raise the truck and remove all blocking.

7. Operate the truck for one haul cycle (loaded)
and tighten the wheel nuts again. Use the same
torque specifications as previously outlined.
8. Check the torque daily until the specified torque
value listed above is maintained on each nut.
Check the torque intermittently, thereafter.
FIGURE 2-5. RIM AND CLAMPS

1. Rim
2. Air Valve Lock Plate
3. Clamp
4. Nut
Use caution when removing the wheel. Damage

to the air valve on the inboard wheel may occur.
FIGURE 2-4. FRONT TIGHTENING SEQUENCE
G02023 10/11
9. Remove the inboard tire.
Tires and Rims
G2-5
10. Move the tires to a storage area and safely position the tire so it cannot fall.
FIGURE 2-6. SPACER AND TIRE

1. Final Drive Housing
2. Spacer
FIGURE 2-7. REAR WHEEL RIM MOUNTING

1. Side Ring
2. Rim Base
3. Bead Seat Band
4. O-Ring
G2-6
5. Lock Ring
6. Spacer
7. Wedge Ring
8. Valve Extension
9. Nut
10. Clamp
11. Hub
12. Nut
Tires and Rims
13. Clamp
14. Inflation Valve
Extension
10/11
G02023
Installation
1. Clean all tire mounting surfaces. Ensure all contact surfaces are free of damage and debris.
11. Rotate the wheel and verify the lateral runout of

the rim is within 5 mm. (0.20 in.)
2. Move the tire handler into position and install

the inboard tire. Align the notched groove in the
wheel hub with the rim stopper.
12. After installation, operate the truck for one haul

cycle (loaded). Then tighten the clamp nuts
again to the specifications listed earlier in this
procedure.
NOTE: Use caution when installing the wheel. The

air valve is susceptible to damage.
3. Install three clamps (13, Figure 2-7) and nuts
(12). Tighten the nuts to the following torques:
13. Check the torque daily until the specified torque

value listed above is maintained on each nut.
Check the torque intermittently, thereafter.

compound: 1715 197 Nm (1265 145 lb ft)
4. Install spacer (2, Figure 2-6). Use the tire handler or other lifting device to lift the spacer. The
weight of the spacer is approximately 93 kg
(205 lb).
5. Move the tire handler into position and install
the outboard wheel. Align the notched groove in
the wheel hub with the rim stopper.
NOTE: Use caution when installing the wheel. The
air valve is susceptible to damage.
6. Install wedge ring (7). Position the wedge ring
so that the protrusion of the ring from the cover
surface is equal around the entire circumference. Install clamps (10) and nuts (9). Only
tighten enough to prevent the tire/rim assembly
from moving.
7. Install air valve lock plate (2, Figure 2-5)
8. Remove the blocking and lower the truck to the
ground.
10. Use the sequence shown in Figure 2-8 to
tighten the nuts (9, Figure 2-7). Tighten to the
following torques:
FIGURE 2-8. REAR TIGHTENING SEQUENCE

compound: 1715 197 Nm (1265 145 lb ft)
G02023 10/11
Tires and Rims
G2-7
TIRE MATCHING
The matching of tires on the drive axle and dual
wheel installations is very important. Tire matching is
necessary to achieve satisfactory life of the tires and
the final drive.
To check the match between the mounted dual
wheels, 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 25 x 50
mm (1 x 2 in.) wood strips. One piece must be long
enough to span the dual tires. The two wood strips
must be squared with a carpenter's square and rigidly fastened to maintain a true 90 angle.
Matching of tire diameters from one side of an axle to
the opposite side is important to prevent:
Use a steel tape placed in the center of the tread and

measure the total circumference of the tire. Use the
formula below to 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 Komatsu trucks

are also limited to a 1% variation in the diameter of
the inflated, unloaded tires.
RIM
Tire Removal From Rim
unstable load shifting

excess load on structural members
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 dual
wheels causes unequal distribution of the load.
Rapid wear and/or tire blowout may result.
When deflating tires, be cautious of flying dirt

and debris. Wear eye protection at all times.
1. Remove the valve core to completely discharge
air pressure from the tire.
Exact limitations may not be specified by the tire

manufacturers, but a general rule is:
Unloaded, inflated tires, when standing side by
side, must not exceed a 1% maximum variation
in their diameters.
Measuring the tire size is most accurate during the
following conditions:
Prying against the tire bead may cause damage

to the bead resulting in air leaks.
2. Loosen the tire from bead seat band (3,
Figure 2-7).
the tire is mounted on a rim

inflated to the correct pressure
unloaded (not mounted on the truck, or lifted off
the ground, if mounted on a truck)
3. Force bead seat band (3), side ring (1) and the
tire away from lock ring (5). Remove the lock
ring.
4. Remove O-ring (4) from the rim.
5. Remove the bead seat band and the side ring.
6. Loosen the tire bead from the back flange side
of the rim.
7. Remove the tire from rim (2).
G2-8
Tires and Rims
10/11
G02023
Tire Installation On Rim

1. Clean all rim components. Remove any dirt and
rust from the O-ring groove and the bead seat
area. Coat all metal parts with a good anti-rust
paint to prevent bare metal from being exposed
to the weather. DO NOT allow paint, rust or
other contamination to cover the mating surfaces of lock ring (5, Figure 2-7) and rim (2).
Use only the proper rim parts for rim assembly.

Use of non-compatible parts may not properly
secure the assembly resulting in loose, flying
objects during inflation.
8. Remove the valve core and inflate the tire to

seat the beads of the tire and O-ring as specified by the tire manufacturer.
Use a safety cage whenever possible. Stand at

the front or back of the tire as it is being inflated.
DO NOT inflate the tire unless the lock ring is in
place. DO NOT stand in front or over the lock ring
when inflating.
2. Check the inflation fittings. Replace, if necessary.
9. If the beads of the tire and O-ring do not seat

within one minute, raise the tire slightly and tap
the bead seat band. This will help the air pressure push the tire bead into position.
3. Install inner side ring (1, Figure 2-7) onto the

rim. Coat the beads of the tire with tire mounting
soap solution.
10. When the beads have seated, install the valve

core and inflate to the recommended tire pressure.
4. Position the tire over the rim and work the tire
on as far as possible without prying against the
beads. Any damage to the tire bead will destroy
the air seal and cause air leakage at these locations.
5. Install the outer side ring in position and install
bead seat band (3). Push in on the bead seat
band to expose the O-ring groove in the rim.
6. Lubricate the new O-ring with soap solution and
install into the groove.
7. Install lock ring (5) and tap into place with a lead
hammer. The lock ring lug must fit into the slot
on the rim.
G02023 10/11
Tires and Rims
G2-9
FRONT WHEEL STUD INSTALLATION

It is necessary to properly install wheel studs to
ensure that correct thread engagement exists
between the nut and the stud. Nuts must be fully
threaded on the wheel studs with an allowable tolerance of 17 mm (0.67 in.), as shown in Figure 2-9. If
thread engagement does not meet this criteria, the
stud must be removed and checked for proper installation.
Verify correct wheel stud installation by checking the
distance from the end of the stud to the clamping surface on the wheel hub. The proper distance is 89 2
mm (3.5 0.08 in.), as shown in Figure 2-10. If this
dimension does not meet specifications, verify correct orientation of the stud. The threads on the nutside of the stud measure 55 mm (2.17 in.) and must
be exposed for nut installation. The wheel hub-side
of the stud measures 51 mm (2.0 in.) and must be
threaded into the hub. Refer to Figure 2-11. If the
stud is reversed, remove the stud and properly
install.
FIGURE 2-10. STUD INSTALLATION LENGTH

1. Wheel Hub
2. Wheel Stud
FIGURE 2-11. FRONT WHEEL STUD

FIGURE 2-9. NUT INSTALLATION
1. Wheel Stud
G2-10
2. Nut
Tires and Rims
10/11
G02023
REAR WHEEL STUD INSTALLATION

It is necessary to properly install wheel studs to
ensure that correct thread engagement exists
between the nut and the stud. Nuts must be fully
threaded on the wheel studs with an allowable tolerance of 17 mm (0.67 in.), as shown in Figure 2-12. If
thread engagement does not meet this criteria, the
stud must be removed and checked for proper installation.
Verify correct wheel stud installation by checking the
distance from the end of the stud to the clamping surface on the wheel. The proper distance is 79 2 mm
(3.1 0.08 in.), as shown in Figure 2-13. If this
dimension does not meet specifications, verify correct orientation of the stud. The threads on the nutside of the stud measure 55 mm (2.17 in.) and must
be exposed for nut installation. The wheel hub-side
of the stud measures 51 mm (2.0 in.) and must be
threaded into the wheel. Refer to Figure 2-14. If the
stud is reversed, remove the stud and properly
install.
FIGURE 2-13. STUD INSTALLATION LENGTH
FIGURE 2-14. WHEEL STUD ORIENTATION

FIGURE 2-12. NUT INSTALLATION
G02023 10/11
Tires and Rims
G2-11
NOTES
G2-12
Tires and Rims
10/11
G02023
SECTION G3
FRONT WHEEL HUB AND SPINDLE
INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3

OIL SAMPLE ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Oil Sampling Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Guidelines For Obtaining A Sample . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
FRONT WHEEL HUB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Front Wheel Hub Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
FRONT SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
A-ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
CENTER TIE ROD PIVOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
TOE IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10
Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-10
G03024
03/09
Front Wheel Hub and Spindle
G3-1
NOTES
G3-2
03/09 G03024
FRONT WHEEL HUB AND SPINDLE

OIL SAMPLE ANALYSIS
As an alternative to disassembling the wheel for
inspecting the wheel bearings, Komatsu recommends the use of scheduled oil sampling. Technicians must check the condition of the oil in the wheel
bearing cavity every 500 hours. A history of these
inspections must be maintained and reviewed after
each oil sample. This review is an important part of
the oil sampling process, as it identifies trends and/or
significant changes in the condition of the oil, which
are indicative of a pending bearing problem.
Regular oil sampling prevents the need to replace
the front wheel bearings until a problem is identified
in the oil samples.
Oil Sampling Guidelines

Inspect the magnetic drain plugs for
contamination every 250 hours. Connect a
vacuum source to the breather port on top of the
tank before removing the magnetic plug. Failure
to do so will allow the oil to drain from the
magnetic plug openings.
Sample the oil from each wheel hub every 500
hours. Record the oil sample results and
compare with previous results.
Connect a vacuum source to the breather port on

top of the tank before removing the magnetic
plug.
Clean the area around the magnetic plug before
removing the plug.
Use a suction device to obtain the oil sample at
the lowest point possible inside the wheel hub.
Complete the oil sample form immediately and
submit it with the oil sample for analysis.
NOTE: For more information regarding oil sampling,
refer to the Komatsu Oil Wear Analysis (KOWA)
manual. Contact your customer service manager for
more information.
If any of the following conditions appear, an inspection or adjustment of the front wheel bearings is
required:
The amount of metal found on the magnetic plug
is high. The magnetic plug will attract metal from
the oil. A failure is indicated by an increased
amount of metal on the magnetic plug.
External oil leaks around the front hub and
spindle area.
Wait 50 hours after draining the oil or after any

major wheel hub repairs before taking the next oil
sample.
There is a sudden increase in the size of any

particle count in the oil sample, and/or if the
nickel concentration has increased in the oil
sample. A sudden increase in the size of any
particle count in an oil sample can indicate a
possible bearing failure.
Shorten the oil sampling interval when any of the

readings begin to show abnormal increases of
contamination.
If the front wheel bearings show obvious

symptoms of failure, disassembly and inspection
of the front wheel bearings is required.
Drain the oil in the front wheel hubs every 2000

hours.
If a definite trend of increased metal particles is

present in the oil samples, remove the front
wheels and inspect the bearings. Replace the
bearings if necessary.
Guidelines For Obtaining A Sample

Operate the truck for at least one hour prior to
taking an oil sample to ensure that all
contaminants are in suspension.
Obtain the oil sample within five minutes of
stopping the truck.
G03024
03/09
G3-3
FRONT WHEEL HUB
Removal
NOTE: The brake must be removed with the hub as a
single assembly and disassembled after removal.
apply the parking brake. Chock the rear wheels.
2. Drain the hydraulic tank. Refer to Section L,
Hydraulic System.
10. Remove capscrews (9) and retainer (11).

Remove the shim pack. Note the number and
thickness of the shims behind the retainer. Keep
the shims together in a safe place.
11. Remove cap screws (1).
12. Gently push the wheel hub from the rear to dislodge the outer bearing. DO NOT allow the
bearing to fall.
Remove outer bearing (15) and pin (2).
3. Remove the front tire and rim. Refer to Front

Tire and Rim Removal in this section.
13. Lift the wheel hub and brake from the spindle.
4. Thoroughly clean the wheel hub and the brake.

Rotate plug (16, Figure 3-1) to the 6 oclock
position. Remove the plug and drain the oil from
the wheel.
15. Transport the wheel hub and brake to a clean

work area for disassembly and inspection.
14. Remove inner bearing (21) and pin (2).
16. Position the assembly with the brake assembly

flat on the floor and the wheel hub facing
upward.
17. Remove the three bracket tools securing the
wheel hub to the brake.
Drain the hydraulic tank before removing the

wheel hub plugs. Failure to do so may result in
pressurized oil being forced out of the wheel.
5. Disconnect the brake apply and brake cooling
lines. Cap all openings.
6. Disconnect drain tube (33) from the brake.
Remove clip (39).
7. Install three bracket tools (EM5308) to secure
wheel hub (20) to the brake Use the tapped
holes in the wheel hub to mount the tools.
Attach the other side of the tool to brake hub
(29).
8. Remove capscrews (18) and wheel cover (10).
Discard O-ring (17).
9. Attach lifting apparatus to the wheel hub to support the hub during removal. The wheel hub and
brake weigh approximately 1550 kg (3420 lb).
18. Reattach the lifting apparatus to the wheel hub

and lift the hub straight off of the assembly. The
weight of the wheel hub is approximately 781 kg
(1722 lb).
Disassembly
1. Remove the outer races for bearing (15,
Figure 3-1) and bearing (21).
2. Remove bearing spacer (47).
Inspection
1. Clean all metal parts in cleaning solvent.
2. Inspect all seals and bearings and replace as
required.
3. Check the seal ring mounting area on the wheel
hub and spindle for damage. Inspect the splined
areas for excessive wear.
4. Inspect the spindle bearing surfaces and the
radius under the spacer for distress or cracks.
Use a non-destructive method for crack detection such as dye penetrant or magnaflux.
G3-4
03/09 G03024
Assembly
1. Clean all metal parts in cleaning solvent and
lubricate all splines and bearing surfaces with
clean type C-4 hydraulic oil.
2. If removed, install bearing spacer (6).
3. Use a push tool and a press to install the outer
races for bearing (15, Figure 3-1) and bearing
(21).
4. Position the assembly with the brake assembly
flat on the floor.
5. Install a new O-ring (25). Lightly lubricate the
inner circumference of the O-ring with clean
hydraulic oil.
6. Lubricate the inner circumference of seal rings
(23) with clean engine oil (SAE 30-40).
7. Check the position of the floating seals. Measure dimension (C, Figure 3-2) in four places.
The distance must be 90 1 mm (3.54 0.039
in.). Adjust as necessary.
8. Check the alignment of the brake discs. Align
the discs as necessary to allow insertion of the
wheel hub.
9. Attach appropriate lifting apparatus to the wheel
hub and slowly lift the hub straight onto the
assembly. The weight of the wheel hub is
When lowering the wheel hub, align the dowel
pins in retainer (27) with the mating holes in the
wheel hub.
Slowly lower the hub in through the floating
seals. DO NOT disturb the seals during installion.
When the gear portion of the hub reaches the
brake discs, it may be necessary to slightly
rotate the hub to align the splines.
10. Inspect the assembly to ensure that the hub is
evenly seated. If the assembly is properly
mated, install the three bracket tools (EM5308)
to secure the wheel hub to the brake. Use the
tapped holes (5) in the wheel hub to mount the
tools. Attach the other side of the tool to the
brake.
G03024
03/09
FIGURE 3-1. FRONT WHEEL HUB & SPINDLE

1. Capscrew & Washer
2. Pin
5. Tapped Hole
6. Bearing Spacer
7. Stud
8. Pin
10. Hub Cover
11. Retainer
12. Shim
13. Shim
14. Shim
15. Bearing
16. Plug & O-Ring
17. O-Ring
19. O-Ring
20. Front Wheel Hub
21. Bearing
22. Retainer
23. Seal Ring
24. O-Ring
25. O-Ring
26. Dowel Pin
27. Retainer
28. Lip Seal
29. Hub
30. O-Ring
31. Elbow
32. Outer Gear
33. Tube
34. Friction Disc (External Splines)
35. Separator Plate (Internal Splines)
36. Damper
37. O-Ring
38. Bracket
39. Clip
40. Bolt
41. Washer
42. Housing
43. Piston
G3-5
FIGURE 3-1. FRONT WHEEL HUB & SPINDLE
G3-6
03/09 G03024
5. Continue to lift the assembly onto the spindle.

Push the assembly onto the spindle until the
hub is properly seated on the inner bearing.
6. Install cap screws and washers (1). Tighten the
cap screws in an alternating pattern to 927
103 Nm (684 76 lb ft).
7. Install pin (8) and outer bearing (15) on the
spindle.
8. Place retainer (11) into position on the spindle
without the shims. Secure the retainer with cap
screws (9).
9. Remove the three bracket tools securing the
wheel hub to the brake.
FIGURE 3-2. SEAL POSITION CHECK
1. Brake Hub
10. Adjust the preload on the bearings. Refer to

Front Wheel Hub Bearing Adjustment.
2. Seal Retainer
Front Wheel Hub Bearing Adjustment
Installation
1. Install pin (2, Figure 3-1) and inner bearing (21)
onto the spindle.
NOTE: Lubricate the bearings with clean hydraulic oil
during assembly. Bearing adjustment will require
rotation of the hub prior to filling the hub with oil.
2. if not already installed, install the three bracket
tools (EM5308) to secure the wheel hub to the
brake. Use the tapped holes (5) in the wheel
hub to mount the tools. Attach the other side of
the tool to the brake.
1. Install retainer (11, Figure 3-1) with three evenly

spaced capscrews (9). DO NOT install the
shims at this time. Tighten the capscrews
evenly and alternately to 109 5 Nm (80 4 lb
ft). Rotate the hub 20-30 times. Again, tighten
the cap screws to the specified torque.
2. Measure dimension (A, Figure 3-3) from the
retainer to the tip surface of the axle with depth
micrometer (2). Measure dimension "A" at two
places on the retainer and use the average of
the measurements.
3. Attach appropriate lifting apparatus to the wheel

hub for installation onto the spindle. The wheel
hub and brake weigh approximately 1550 kg
(3420 lb). Lift the assembly off the floor.
4. Install a new O-ring (19) onto the rear of the
brake. Lightly lubricate the O-ring with clean
hydraulic oil.
FIGURE 3-3. PRELOAD ADJUSTMENT

1. Retainer
G03024
03/09
2. Depth Micrometer
G3-7
3. Remove retainer (1), and measure retainer

thickness C. Then, select a shim thickness
equal to B.
B = (A-C) + 0.3 mm (0.012 in).
FRONT SPINDLE
The spindles are part of the front suspension cylinder
housings. To remove or install a spindle, refer to
Section H, Suspensions.
When removing the retainer, use caution to prevent bearing (15, Figure 3-1) from being
removed.
NOTE: Select the combination of shims (12, 13, &
14, Figure 3-1) that gives the minimum number of
shims.
4. Apply thread tightener, Three Bond #1374, to
cap screws (9). Install the shim pack and
retainer (11). Tighten the capscrews evenly, in
an alternating pattern, to 929 98 Nm (685
72 lb ft).
5. Rotate the hub 20-30 times. Check the torque
on the cap screws. If necessary, tighten the cap
screws again to the specified torque. Repeat
this step until the proper torque is maintained.
6. install O-ring (17) into hub cover (10). Place the
hub cover into position and secure with cap
screws & washers (18).
7. Rotate plug (16) to the 12 o-clock position.
Remove the plug and fill the hub with clean
hydraulic oil. Install a new O-ring onto the plug
and install the plug.
8. Connect the brake apply lines and brake cooling lines to brake assembly.
9. Install the front tire and rim. Refer to Front Tire
and Rim Installation in this Section.
Bleed the brakes before releasing the truck for

operation. Refer to Brake Bleeding, Section J.
10. After engine start-up, check the oil level in the
hydraulic tank and fill.
A-ARM
Removal
1. Refer to Section G, Front Tire and Rim
Removal and remove front tires.
2. Refer to Section H, Front Suspension Removal
and remove the front suspension.
3. Use a suitable lifting device and support the Aarm. Remove the retaining capscrew and pin (7,
Figure 3-4) and spacers (3).
4. Remove the A-arm from the frame.
Inspection
1. Inspect bushings (1, Figure 3-4). If damaged,
remove old bushings and install new parts.
NOTE: Bushings (1) are a tight fit in frame ears (2).
When installing new bushings, apply a small amount
of heat to the frame ears and freeze the bushings
before attempting to press the new bushings into the
bores.
2. Inspect pin (7) and bearing (6). Replace if parts
are damaged or wear is excessive.
3. Inspect snap ring/seal (4). Replace if damaged
or if new bearing is installed.
Installation
1. Install new O-Rings (5, Figure 3-4) in bearing
(6).
2. Position the A-arm onto the frame and install
spacers (3) and pins (7). Install the retaining
capscrews, and tighten to standard torque.
3. Refer to Section H, Front Suspension Installation and install the front suspension.
4. Refer to Section G, Front Tire and Rim Installation and install the front tires.
G3-8
03/09 G03024
CENTER TIE ROD PIVOT

Removal
1. Remove capscrews and washers (9, Figure 35) and the grease lines connected to pins (3
and 10).
2. Slide tie rod (13) away from pivot link (7).
3. Remove snap ring (2), washer (1) and pivot pin
(3).
4. Remove the pivot link.
5. Remove seals (12), snap rings (14) and push
out ball joint assembly (16).
Inspection
1. Inspect all bushings (4, 6, and 11, Figure 3-5)
for wear.
2. Inspect all seals (12) and O-Rings (5, and 15).
3. Replace any worn or damaged parts.
Installation
FIGURE 3-4. A-ARM PIN
1. Bushing
2. Frame
3. Spacer
4. Snap Ring\Seal
1. Press in bushings (4, 6, and 11, Figure 3-5).
5. O-Ring
6. Bearing
7. Pin
2. Place pivot link in frame with O-Rings (5) and

install pin (3). Install washer (1) and snap ring
(2).
3. Install ball joint assembly (16), O-Rings (15),
and snap ring (14) onto the pivot link.
4. Install seals (12).
5. Position the tie rod in the pivot link and install
pin (10). Install the retaining capscrew and
washer (9).
6. Connect the grease lines to the pins and lubricate all joints.
G03024
03/09
G3-9
FIGURE 3-5. CENTER TIE ROD PIVOT

1. Washer
2. Snap Ring
3. Pivot Pin
4. Bushing
5. O-Ring
6. Bushing
7. Pivot Link
8. Spacer
9. Capscrew and Washer

10. Tie Rod Pin
11. Bushing
12. Seal
13. Tie Rod

14. Snap Ring
15. O-Ring
16. Ball Joint
TOE IN ADJUSTMENT
The correct toe-in specification for these model trucks is zero (0) with the truck at the empty vehicle weight. As the
truck is loaded, the geometry of the suspension and steering will result in minor toe-in angles.
chock the rear wheels.
2. Ensure the front and rear suspensions are oiled
and charged according to shop manual specifications. Refer to Section H4, Oiling and Charging Procedures. The suspensions must be
properly charged and oiled to ensure accurate
toe adjustment.
G3-10
3. Inspect steering and suspension components

and replace any damaged and/or worn parts.
4. Place a hydraulic jack below the front suspension to A-arm pin on both sides of the truck. Elevate the truck until the lower portions of the tires
are no longer bulged, but allow for full tread
contact with the ground across each tire.
Ensure the two jacks are at the same height.
Refer to Figure 3-6.
03/09 G03024
5. Measure the distance from the edge of the tire

rim to the flat face of the frame. Measure this
distance at both the front and the rear of the left
hand wheel. Refer to Figure 3-7.
6. Calculate the average distance from the two
measurements obtained in the previous step.
Record the measurement.
7. Start the truck and steer the wheels until the
average measurement is achieved at the front
and rear of the left hand tire.
DO NOT allow personnel near the truck when

operating the steering wheel. Personal injury
may result. Stand clear of the truck when potential energy exists in the steering circuit. Depressurize the accumulators before adjusting the
steering linkage.
FIGURE 3-6. RAISING THE TRUCK
G03024
03/09
G3-11
FIGURE 3-7. TIRE TO FRAME DISTANCES
8. Mark the centerlines of the tires on the faces of

the tread at the front and rear of each tire. The
vertical centerline should be a distance of 1220
mm (48 in.) from the ground surface. The horizontal centerline should be exactly half the
width of the tire. Refer to Figure 3-8.
9. Measure the distances between centerlines at
the front and rear of the wheels. Record the
measurements.
10. Adjust the length of the tie rods until the two
measurements obtained in the previous step
are within 3 mm (0.118 in.) of one another. The
tie rods must be adjusted equally. One full turn
of the tie rods is approximately equal to 25.4
mm (1 in.) of toe adjustment.
11. Record the final distances between the front
and rear centerlines for future reference.
G3-12
12. Remove the jacks and the wheel chocks from

the truck. Operate the truck through several
complete turn cycles. Recheck the measurements, and readjust if necessary.
13. Check tire wear periodically. If abnormal wear is
evident, check for damaged or worn steering
components, and verify the toe is properly
adjusted. Replace components as necessary,
and adjust the toe.
Adjust the toe after replacing integral steering

system components. Failure to adjust the toe
after replacing any components that may effect
the steering geometry may cause premature wear
to the tires and other components.
03/09 G03024
14. Check the toe adjustment at every 500 hour

interval. If abnormal tire wear is evident, check
the adjustment, immediately.
FIGURE 3-8. MARKING CENTERLINES ON THE TIRES
G03024
03/09
G3-13
NOTES
G3-14
03/09 G03024
SECTION G4
REAR AXLE ATTACHMENTS
INDEX
REAR AXLE ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3

CENTER LINK AND LOWER LINKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Spherical Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
PANHARD ROD (DIAGONAL LINK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
G04017
Rear Axle Attachments
G4-1
NOTES
G4-2
G04017
REAR AXLE ATTACHMENTS

The rear axle is attached to the truck frame by four
links (1, 4, & 5, Figure 4-1). Spherical bearings at
each link end allow the drive axle to oscillate with the
ground contour and maintain a positive wheel contact for maximum drive force.
The rear axle housing also provides the lower
mounts for the rear suspensions. Refer to Section H,
Suspensions, for information on removing the rear
suspensions.
The following chapter outlines the complete removal
of the links and the removal of the spherical bearings
from the links. In some instances, it may not be necessary to remove both ends of the links, or the bearings. The service technician must determine the level
of disassembly required and proceed only to that
point.
5. Place a jack under the rear suspension mount

on the same side as the lower link to be
removed.
Secure the jack on the lower mount so it will not

slide off as the jack is raised.
If only one end of a link is to be disconnected, support the free end of the link so it cannot fall and
become a hazard to personnel.
CENTER LINK AND LOWER LINKS

Removal
1. Park the truck on a level surface and chock the
wheels.
2. Remove the rear drive shaft. Refer to Section F,
Drive Shafts, for the proper procedure.
3. Support the rear of the truck frame under the
hoist cylinder mount.
4. Support the front and rear side of the rear axle
housing.
If more than one link is to be removed, extra supports must be in place to prevent the frame and
axle from moving out of position. Use adequate
supports and lifting devices.
FIGURE 4-1. REAR AXLE ARRANGEMENT

1. Panhard Rod
(Diagonal Link)
2. Rear Suspension
3. Rear Axle Housing
4. Lower Link (RH & LH)

5. Center Link
6. Hoist Cylinder
NOTE: Center link (5, Figure 4-1) is slightly shorter

than lower links (4). Mark each link prior to removal
to ensure correct installation.
6. Disconnect the grease lines.
7. Securely block the axle housing in this position.
8. Attach an appropriate lifting device to the link.
The weight of each link is approximately 120 kg
(265 lb).
G04017
G4-3
Inspection
1. Clean all parts.
2. Inspect bushings (2, Figure 4-2) and pin (1) for
wear, galling and cracks.
3. Inspect bearing (6) for wear and excessive
movement.
4. Inspect dirt seal (4) for cracks or damage.
Replace if necessary.
5. Replace any damaged or worn components
found during inspection.
Spherical Bearing Replacement

If the bearings are worn or damaged, replacement is
necessary. The bearings are a press fit in the links
and require a suitable press with the correct size
pusher plate for proper removal and installation. DO
NOT attempt to hammer directly on the bearings.
Installation
FIGURE 4-2. LINK PIN

1. Link Pin
2. Bushing
3. Spacer
4. Dust Boot/Snap Ring
5. Link
6. Spherical Bearing
7. Retainer Plate
1. Install one snap ring (4, Figure 4-2) into the link.
Press bearing (6) into the link until it contacts
the snap ring. Install the second snap ring on
the other side of the link.
NOTE: Orient the snap rings as shown in Figure 4-3.
9. Remove two cap screws & washers (8, Figure

4-2). Remove retainer plate (7) and link pin (1).
2. Repeat the previous step for the opposite end

of the link.
10. Remove two spacers (3, Figure 4-2).
3. Install bushings (2, Figure 4-2), if removed.
11. If the link is to be removed completely from the

truck, repeat the previous steps for the other
end of the link. Lift the link from the truck.
4. Attach an appropriate lifting device to the link.

The weight of each link is approximately 120 kg
(265 lb). Lift the link into position between the
frame and the axle.
12. If the spherical bearings are to be replaced,

remove snap rings (4) and bearings (6). Refer
to Spherical Bearing Replacement.
G4-4
5. Install two spacers (3).

NOTE: If the center link and lower link(s) have been
removed, verify the correct link is installed in the
proper location. If in doubt, measure the distance
between the centerlines of the bearing bores. The
center link is 1190 mm (46.85 in.) in length. Each
lower link is 1220 mm (48.0 in.) in length.
G04017
PANHARD ROD (DIAGONAL LINK)

6. Install pin (1). Install cap screws and washers
(8). Tighten the cap screws to standard torque.
Repeat the spacer and pin installation at the
other side of the link, if necessary.
7. Raise the rear of the frame. Remove the supports from under the lower hoist cylinder
mounts and axle.
8. Install the rear drive shaft. Refer to Section F,
9. Connect the grease lines to the link bearings.
Removal
1. Park the truck on a level surface and chock the
wheels.
2. Remove the rear drive shaft. Refer to Section F,
3. Support the frame on each side under the lower
hoist cylinder mounts. Raise the frame until the
weight is removed from the rear axle.
4. Attach an appropriate lifting device to panhard
rod (1, Figure 4-4). The weight of the rod is
5. Remove two cap screws and washers (8, Figure 4-2). Remove retainer plate (7) and link pin
(1).
FIGURE 4-3. SNAP RING ORIENTATION

1. Link
2. Snap Ring
FIGURE 4-4. PANHARD ROD (DIAGONAL LINK)

1. Rear Suspension
2. Frame Mount
3. Rear Axle Mount
4. Panhard Rod
(Diagonal Link)
NOTE: Refer to Figure 4-2 for view A-A.
G04017
G4-5
Installation
6. Remove two spacers.
7. If the rod is to be removed from the truck,
repeat the previous steps for the other end of
the rod. Lift the rod from the truck.
8. If the spherical bearings are to be replaced,
remove snap rings (4) and bearings (6). Refer
to Spherical Bearing Replacement.
1. Install one snap ring (4) into the bore of the rod.
Press bearing (6) into the link until it contacts
the snap ring. Install the second snap ring on
the other side of the link.
NOTE: Orient the snap rings as shown in Figure 4-3.
of the link.
Inspection
1. Clean all parts.
2. Inspect bushings (2, Figure 4-2) and pin (1) for
wear, galling and cracks. Replace parts as necessary.
3. Inspect bearing (6) for wear and excessive
movement.
4. Inspect dirt seal (4) for cracks or damage.
Replace the seal if necessary.
5. Replace any damaged or worn components
found during inspection.
When installing the panhard rod, misalignment of

the second pin and bearing is likely to occur.
Raise or lower each side of the frame with the
jacks or an adequate lifting device. DO NOT use
the rear suspensions to raise the frame.
3. Install bushings (2), if removed.
4. Attach an appropriate lifting device to the panhard rod. The weight of the rod is approximately
95 kg (210 lb). Lift the panhard rod into position
between the frame and the axle housing.
5. Install two spacers (3, Figure 4-2).
6. Install pin (1). Install cap screws and washers
(8). Tighten the cap screws to standard torque.
Repeat the spacer and pin installation at the
other side of the link, if necessary.
7. Raise the rear of the frame and remove the
supports from under the lower hoist cylinder
mounts and axle.
8. Install the rear drive shaft. Refer to Section F,
9. Connect the grease lines to the rod bearings.
G4-6
G04017
SECTION G5
REAR AXLE AND FINAL DRIVE ASSEMBLY
INDEX
REAR AXLE & FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3

DIFFERENTIAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Straight-away-travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
REAR AXLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
DIFFERENTIAL OIL LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Pinion Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10
Differential Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10
Differential Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14
Differential Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14
Assembly Of Differential Gear Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14
Installation Of Differential Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-16
Input Pinion and Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-17
Adjusting Tooth Contact, Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-21
G05026 03/09
Rear Axle and Final Drive Assembly
G5-1
NOTES
G5-2
03/09 G05026
REAR AXLE & FINAL DRIVE ASSEMBLY

The rear axle and final drive assembly contains the
differential assembly, rear oil-cooled disc brake
assemblies, drive axles, and the planetary drive
assemblies.
The rear axle and final drive assembly is attached to
the truck frame by four links with spherical bearings
at each link end. This allows the drive axle to oscillate with the ground contour and maintain a positive
wheel contact for maximum drive force. The assembly also provides a mounting for the rear suspensions and the parking brake assemblies.
DIFFERENTIAL OPERATION
Straight-away-travel
Power from the transmission to the input pinion
passes through the differential bevel gears to turn the
differential case. The differential pinions transfer this
rotation to the differential side gears where it turns
the drive shafts splined to the gears. During straightaway travel, the resistance on the tires is equal,
same resistance on both left and right drive shafts,
so the differential pinions do not turn. Instead, the
rotation of the case is transferred directly to the side
gears. In this case, bevel and side gears rotate at the
same speeds, so the case and the shaft turn as a
single unit.
Turning
During a turn, the resistance on the inside tire is
greater than on the outside one so the resistances on
the drive shaft are not balanced. Consequently, the
side gears then rotate at different speeds. The differential pinions; therefore, rotate as they transmit the
rotation of the case to the side gears. This rotation
forces the two side gears to rotate in opposite directions. The net effect is that the outside wheel turns at
a rate equal to the sum of the bevel gear speed and
the differential pinion speed, while the inside one
turns at a rate equal to the difference.
Specifications:
Reduction Ratio:
Differential: 2.647
Final Drive: 7.235
Total: 19.15
Tire size: 33.00 - 51, 50 PR
Rim size: 24.00 - 51
G05026 03/09
FIGURE 5-1. REAR AXLE ASSEMBLY

1. Rear Suspension
Mount
2. Lower Link Mount
3. Panhard Rod Mount
4. Differential
5. Center Link Mount

6. Parking Brake Mount
7. Rear Oil Disc Brakes
8. Planetary Final Drive
G5-3
REAR AXLE ASSEMBLY

Removal
10. Remove the rock ejectors from both sides of the
body.
Ensure jacks, lifting equipment and rigging have

adequate capacity and are securely attached to
raise and hold the rear of the truck until blocking
or support stands are securely installed.
Total weight distribution (approximate):
Rear axle of empty truck (without body liners):
. . . . . . . . . . . . . . . . . . . . . . . 51 865 kg (112,563 lb)
Rear Axle assembly with wheels & tires:
. . . . . . . . . . . . . . . . . . . . . . . . 19 568 kg (43,140 lb)
Rear Axle assembly without wheels & tires:
. . . . . . . . . . . . . . . . . . . . . . . . 13 209 kg (29,120 lb)
1. Park the truck on a level surface.
11. Completely vent all nitrogen gas from both the

rear suspensions. Refer to Section H, Oiling
and Charging Procedures for safe discharging
of nitrogen gas.
12. Remove both suspensions. Refer to Section H,
Rear Suspension - Removal.
13. Refer to Final Drive Attachment, in this Section,
for the Lower Link, Center Link, and Panhard
Rod - Removal. Remove these components.
14. Remove blocks from behind rear wheels.
15. Roll final drive assembly out from under frame.
Installation
2. Securely block the front wheels.

3. Remove parking brake assembly. Refer to Section J, Parking Brake.
4. Raise the rear of the frame high enough for the
final drive case to clear as it is rolled from under
the truck.
5. Securely block under both frame mounts at the
lower end of the hoist cylinders.
6. Block the rear wheels to prevent the final drive
from moving when disconnected from the
frame.
7. Remove the drive shaft between the final drive
and transmission. Slide the drive shaft out of
the guard and set aside.
8. Disconnect all hydraulic lines to both the oil disc
brake assemblies and the parking brake
assembly. Cap/plug all ports and hoses to prevent dirt entry. Identify or mark all connections
for easier reassembly.
9. Remove any electrical wiring or lube lines that
may interfere with removal of the final drive
assembly.
G5-4
Ensure 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 distribution (approximate):
Rear axle of empty truck (without body liners):
. . . . . . . . . . . . . . . . . . . . . . . 51 865 kg (112,563 lb)
Rear Axle assembly with wheels & tires:
. . . . . . . . . . . . . . . . . . . . . . . . 19 568 kg (43,140 lb)
Rear Axle assembly without wheels & tires:
. . . . . . . . . . . . . . . . . . . . . . . .13 209 kg (29,120 lb)
1. If necessary, raise the rear of the frame high
enough for the final drive case to clear as it is
rolled under the truck. Securely block under
both frame mount structures at the lower end of
the hoist cylinders. Align the final drive assembly to the frame.
2. Roll the final drive under the frame and block
the wheels.
03/09 G05026
3. Install the axle links. Refer to Final Drive Attachment in this section for link installation procedures.
4. Raise the diagonal link to connect to the frame.
Refer to Final Drive Attachment in this Section,
for diagonal link installation.
5. Install the rear suspensions. Refer to Section H,
Rear Suspension - Installation.
6. Install the driveshaft with the slip joint end nearest the transmission. Tighten the companion
flange capscrews to 392 20 Nm (289 14 lb
ft).
7. Install all hydraulic lines to the parking brake
assembly and both rear brake assemblies.
8. Before releasing the truck for operation, the
brakes must be bled. Refer to Section J for the
proper brake bleeding procedures.
9. Install all electrical wiring and lube lines that
were previously removed with the final drive
assembly. Install the rock ejectors on both sides
of the body.
DIFFERENTIAL OIL LEVEL CHECK

1. Park the truck on a level surface.
2. Remove plug (2, Figure 5-2) and check the oil
level. If the oil level is not at, or near, the lower
end of the plug hole, fill with approved oil. Add
oil through the plug hole until the oil reaches the
bottom of the hole.
Oil capacity:
Differential: . . . . . . . . . . . . . . . . 300 liters (79.0 gal)
Final Drive: . . . . . . . . 120 liters (31.7 gal) each side
(Refer to Section P2 for oil specifications.)
NOTE:
a. Breather (6) must be open to atmosphere at all
times. Check the breather before each shift of
operation and remove any blockage of dirt/mud, etc.
b. Clean the breather as necessary, or every 250
hours of truck operation, to ensure proper venting.
c. Differential and Final Drive oil must be changed
every 2000 hours of truck operation.
10. Raise the rear of the truck frame and remove

the blocks or support stands from under the
hoist cylinder mount structures.
11. Install the parking brake assembly. Refer to
Section J, Parking Brake Installation for instructions.
12. Charge the front and rear suspensions. Refer to
Section H, Suspension Oiling and Charging
Procedure.
13. Fill the final drives with approved oil. Refer to
Planetary Final Drive in this section.
FIGURE 5-2. AXLE HOUSING, VIEW A-A, Fig. 5-1

1. Axle Housing
2. Fill/Level Plug
3. Latch Assembly
G05026 03/09
4. Pin
5. Drain Plug
6. Axle Housing Breather
G5-5
DIFFERENTIAL ASSEMBLY
The differential assembly is designed to transmit the
rotary power from the drive shaft to the left and right
wheels. It consists of a reduction unit and a differential unit which provides a difference in rotational
speed to the left and right wheels when turning.
Because of the design of the differential assembly,
the differential input pinion bearing is subject to both
thrust and radial forces. For this reason, a taper roller
bearing is used. In order to adjust the bearings and
gear backlash, shims are used at the pinion end, and
adjusting nuts are used at the bevel gear end.
Specifications:
6. Install a lifting shackle to the differential mounting surface, then fit a lever block to the pinion
end to adjust the height when removing.
Ensure the lifting equipment is capable of lifting

the drive shaft weight of 224 kg (494 lb).
NOTE: Use caution when removing to prevent
damage to the seal surface of the differential
housing.
Splash-Type Lubrication
Ratio: 2.647
7. Remove differential assembly (2, Figure 5-3).
Removal
1. Place a container(s) into position and prepare
to recover 300 l (79.0 gal) of oil from the differential gear case and 120 liters (31.7 gal) of oil
from each planetary final drive gear case.
Remove drain plug (5, Figure 5-2) and drain the
oil from the differential gear case.

1780 kg (3,924 lb).
2. Drain oil from each final drive assembly and for

removal of both drive axles. Refer to Planetary
Final Drive, in this Section, for instructions.
3. Disconnect all three parking brake spring cylinders and hoses. Refer to Parking Brake
Removal, Section J.
4. Remove the center link, and panhard rod. Refer
to Final Drive Attachment, in this Section.
5. Remove the rear driveshaft. Refer to Transmission, Section F, Driveline - Removal.
FIGURE 5-3. DIFFERENTIAL ASSEMBLY
G5-6
1. Lift Chain
2. Differential Assembly
03/09 G05026
Installation
Disassembly

1780 kg (3,924 lb).
NOTE: Use caution when installing the differential to
prevent damage to the seal surface of the differential
housing.
1. Install a lifting shackle to the differential mounting surface, then fit a lever block to the pinion
end. Adjust the height when installing differential assembly (2, Figure 5-3). Apply Three Bond
#1374 thread tightener to the mounting capscrews and tighten to 927 98 Nm (684 72
lb ft).
NOTE: The illustrations used in the following

Disassembly and Assembly procedures for the
differential assembly are typical of the installation,
but may not be an exact replica of the particular
part(s). Some parts, such as the parking brake
support, (the HD1500 has mounting surfaces for
three brake calipers) may actually appear different,
but their fit and function, as depicted in the
illustrations, are similar.
1. Set the differential assembly in a tool repair

stand (2, Figure 5-4).
2. Apply Three Bond #1374 thread tightener to the

capscrews and install the drive shaft assembly.
Tighten the capscrews to 392 20 Nm (289
14 lb ft).
3. Install the center link and panhard rod. Refer to
Final Drive Attachment in this section.
4. Install both drive axles. Refer to Planetary Final
Drive in this section.
5. Install the rear driveshaft. Refer to Transmission, Section F, Drive Shafts.
FIGURE 5-4. PARK BRAKE SPRING CYLINDER

1. Spring Cylinder
2. Tool
3. Connecting Pin
4. Lever
NOTE: The HD1500 has three brake caliper

assemblies.
the drive shaft weight of 224 kg (494 lb).
6. Connect all three parking brake spring cylinders
and hoses. Refer to Parking Brake Installation,
Section J.
7. Add 300 liters (79.0 gal) of oil to the differential
gear case and 120 liters (31.7 gal) of oil to each
planetary final drive gear case. Refer to Lubrication and Service, Section P, for oil specifications. Check the differential and each final drive
for proper oil level.
2. Using a portable power source, pump hydraulic

oil into the park brake spring cylinder to retract
the rod, then pull out connecting pin (3) of
adjuster lever (4), and remove spring cylinder
(1).
If the hydraulic pressure in the spring cylinder is

released, the rod will suddenly extend. Keep
hands away from rod.
G05026 03/09
G5-7
3. Remove all three parking brake assemblies.

Refer to Parking Brake Removal, Section J.
Remove brake disc (1, Figure 5-5).
4. Remove retaining capscrew (3, Figure 5-5), and
mounting capscrews (6). Then, remove coupling (2) together with holder (4) and the O-ring.
5. Remove support (5).
FIGURE 5-6. PINION AND CARRIER

1. Lifting Device
2. Carrier Assembly
FIGURE 5-5. BRAKE COUPLING

1. Brake Disc
4. Holder
2. Coupling
5. Support
3. Capscrew
6. Capscrews
6. Install coupling and lifting device (1, Figure 5-6)

and screw in pusher bolts, then lift off pinion
and carrier assembly (2).
NOTE: Check the number and thickness of the
shims, and keep together in a safe place for
installation at re-assembly of pinion and carrier.
G5-8
03/09 G05026
FIGURE 5-7. DIFFERENTIAL ASSEMBLY

1. Seal
3. O-Ring
4. O-Ring
5. Input Pinion (17 Teeth)
7. Pinion Gear (22 Teeth)
8. Bearing
9. Adjusting Nut
G05026 03/09
10. Side Gear (28 Teeth)

11. Differential Gear Case
12. Ring Gear (45 Teeth)
15. Plate
17. Lock
18. Dowel Pin
19. Cage
20. Cross Shaft
21. Differential Case
22. Retainer
24. Bearing
25. Dowel Pin
26. Ring
27. Bearing Carrier Cage
28. Shim Assembly

29. Park Brake Support
30. Bearing
31. Coupling
32. Retainer
34. O-Ring
G5-9
Pinion Carrier Assembly
Differential Gear Unit
1. Remove carrier (2, Figure 5-8) together with

outer bearing (3) from pinion gear (1).
1. Remove locks (1, Figure 5-10).

2. Using wrench (2), loosen the left and right side
bearing adjustment nuts (3) until they can be
turned by hand.
FIGURE 5-8. PINION BEARING

1. Pinion Gear
2. Carrier
3. Outer Bearing
4. Inner Bearing
5. Spacer
FIGURE 5-10. DIFFERENTIAL
2. Remove spacer (5), then remove inner bearing

(4).
3. Remove holder (4, Figure 5-9), then remove
center bearing inner race (5) from pinion gear
(6).
4. Remove bearing outer races (2) and (1) from
carrier (3).
NOTE: The bearing is an adjustment-free bearing
assembly with two tapered roller bearings and a
spacer. Check the matching numbers, and keep
together as a set in a safe place.
1. Locks
2. Wrench (790-425-1660)
3. Adjustment Nut
3. Remove capscrews (2, Figure 5-11). Remove

plates (5) and caps (1).
4. Lift off differential gear assembly (4).
5. Remove left and right side bearing adjustment
nuts (3).
FIGURE 5-11. DIFFERENTIAL MOUNTING

1. Cap
4. Gear Assembly
2. Capscrews
5. Plate
3. Adjustment Nuts
FIGURE 5-9. PINION GEAR AND RACES
1. Outer Race
2. Outer Race
3. Carrier
G5-10
4. Holder
5. Inner Race
6. Pinion Gear
03/09 G05026
Differential Gear Unit

1. Using a knife edge type puller (1, Figure 5-12)
and a porta-power cylinder, remove bearing (2).
3. Remove thrust washer (1, Figure 5-14) from

case (2).
4. Remove side gear (1, Figure 5-15).
5. Remove pinion gear assembly (1, Figure 5-16)
together with cross shaft (2).
FIGURE 5-12. BEARING PULLER

1. Puller
2. Bearing
FIGURE 5-14. THRUST WASHER
1. Thrust Washer
2. Case
2. Punch mark the case sections and remove

mounting capscrews (2, Figure 5-13). Remove
case (1).
FIGURE 5-13. DIFFERENTIAL CASE

1. Case
2. Capscrews
FIGURE 5-15. SIDE GEAR

1. Side Gear
G05026 03/09
2. Gear
G5-11
7. Push out shaft (4, Figure 5-18) with the press,

and remove pinion (1), bearing (2), and collar
(3).
8. Remove the bearing from the shaft.
FIGURE 5-16. PINION GEAR ASSEMBLY

1. Gear Assembly
2. Cross Shaft
6. Hold pinion gear assembly (3, Figure 5-17) with

a press. Use wrench (1) to remove ring nut (2).
FIGURE 5-18. GEAR AND SHAFT
1. Pinion Gear
2. Bearing
3. Collar
4. Shaft
9. Remove bearing outer races (1 & 2, Figure 519) from pinion gear.
NOTE: The bearing is an adjustment-free bearing.
Check the matching numbers of the bearing, collar,
and outer race, and keep together as a set in a safe
place.
FIGURE 5-17. RING NUT AND GEAR

1. Wrench (09003-08290)
2. Ring Nut
G5-12
3. Pinion Gear
03/09 G05026
11. Remove thrust washer (1, Figure 5-21).
FIGURE 5-21. BEVEL GEAR

FIGURE 5-19. GEAR BEARINGS
1. Outer Race
1. Thrust Washer
2. Bevel Gear
2. Outer Race
10. Remove side gear (1, Figure 5-20).
12. Remove bevel gear (3, Figure 5-22) from case

(2).
13. Remove bearing (1) from the case.
FIGURE 5-20.
1. Side Gear
2. Bevel Gear
FIGURE 5-22. DIFFERENTIAL BEARING

1. Bearing
2. Case
G05026 03/09
3. Bevel Gear
4. Capscrews, Washers
G5-13

bearing (1) from differential case (3).
Assembly
Differential Bearing
1. Set the differential case in tool repair stand (2,
Figure 5-4).
2. Using a push tool, press fit bearing (1, Figure 523) in differential case (3). Install snap ring (2).
Assembly Of Differential Gear Assembly

1. Align bevel gear (3, Figure 5-22) with the dowel
pins on differential gear case (2) and install.
Apply Three Bond #1374 thread tightener to the
capscrew holes in the ring gear as shown in
Figure 5-24. Applying the thread tightener to the
holes prevents splatter onto critical areas.
Install the capscrews and washers and tighten
to 1322 Nm (975 lb ft).
FIGURE 5-23. DIFFERENTIAL BEARING

1. Bearing
2. Snap Ring
3. Differential Case
15. If bevel gear (3, Figure 5-22) is to be replaced,

remove gear retaining capscrews and separate
the gear from case (2).
NOTE: The bevel gear and pinion gear must be
replaced as a matched set.
FIGURE 5-24. APPLYING THREAD SEALANT

1. Clean all parts and thoroughly inspect.
2. Check for damaged or worn parts. Replace
parts as necessary.
3. Use an oil stone to polish each mating flange on
the differential gear case halves. Clean the
case halves after polishing.
2. Install side bearing (1). Fit the bearing by heating to 100 C (212 F).
NOTE: Use heat lamps, an oil bath, or induction
heaters to heat the bearings. DO NOT use a torch or
heat greater than 176 C (350 F). After the bearing
cools, check that there is no clearance between the
end face of the case and the bearing.
3. Turn the case over. Align with dowel pins, and
install thrust washer (1, Figure 5-21).
a. Ensure the head of the dowel pin is 0.5
[+0.2/-0.0] mm (0.020 [+0.008/-0.00] in.)
lower than the surface of the washer.
G5-14
03/09 G05026
4. Install side gear (1, Figure 5-20).
7. Install side gear (1, Figure 5-15).
5. Assemble the differential pinion side gears.
8. Align with dowel pin, and install thrust washer

(1, Figure 5-14).
Using a press, install outer races (1 & 2, Figure 5-19)

into the pinion gear.
NOTE: The bearing is an adjustment-free bearing
assembly. Check the numbers on the bearings,
collar, and outer races, and use only as a matched
set.
b. Using a press, install bearing (1, Figure 525) onto shaft (2).
c. Set pinion gear to shaft, then assemble collar (3, Figure 5-18). Use a press to install
bearing (2).
d. Apply Three Bond #1374 thread tightener to
ring nut (2, Figure 5-17). Hold pinion gear
assembly (3) with a press, and using wrench
(1), tighten ring nut (2) to 927 Nm (684 lb
ft).
Check that the head of the dowel pin is 0.5

[+0.2/-0.0] mm (0.020 [+0.008/-0.00] in.) lower
than the surface of the washer.
9. Heat side bearing (1, Figure 5-26) to 100C
(212F) and install in case (2).
heat greater than 176C (350F). After the bearing
cools, check that there is no clearance between the
end face of the case and the bearing.
10. Fit case (1, Figure 5-27) to the housing. Apply
Three Bond #1374 thread tightener to mounting
capscrews (2) and tighten to 927 Nm (684 lb
ft).
6. Assemble pinion gear assembly (1, Figure 516) to cross shaft (2), then raise and install in
the case.
NOTE: Align the notched portion of the pinion gear
shaft with the case dowel pin and install. Move the
pinion gear, and verify gear assembly rotates easily.

1. Side Bearing
2. Case

1. Bearing
G05026 03/09
2. Shaft
G5-15
c. Add 0.66 0.12 mm (0.025 0.005 in) to the

measured dimension, and set the scale of
the micrometer.
NOTE: The added dimension becomes the amount
of deflection of the case before applying preload and
after applying preload.

1. Case
2. Capscrews
1. Micrometer
(792-525-3000)
2. Adapter
Installation Of Differential Assembly

1. Tighten side bearing adjustment nuts (3,
Figure 5-11), and temporarily place differential
gear (4) in the case.
2. Align the match marks and install caps (1) on
the assembly. Rotate the bevel gear 20 - 30
turns to seat the bearings, then tighten to 980
Nm (723 lb ft).
3. Adjust the bearing preload.
a. Install measurement adapters (2, Figure 528) to both ends of the cap.
b. Measure the dimension between the adapters with depth micrometer (1).
NOTE: When measuring, hold the micrometer
securely with one hand, and put the probe in contact
parallel to the measurement adapter.
4. Apply Three Bond thread tightener #1374 to the
mounting capscrews (2). Position plates (5) on
the caps and install the capscrews. Tighten to
1716 Nm (1266 lb ft).
G5-16
FIGURE 5-28. BEARING PRELOAD

3. Measuring Posts
4. Spring Balance
5. Plates
d. Fit spring balance (4, Figure 5-28) to the

bevel gear mounting bolt and measure the
starting force in the tangential direction as
shown. Starting force should be 9 1.3 kg
(20 3 lb).
e. Tighten adjustment nuts (3, Figure 5-10)
from both ends, and continue to tighten with
wrench (2). Give attention to the groove that
the lock enters. To seat the bearing properly,
rotate the bevel gear and tap the bearing cap
and bevel gear with a soft-faced hammer,
NOTE: If the increase in deflection caused by
overtightening of the adjustment nut exceeds the
standard amount, return the adjustment nuts to the
condition before adjusting. When doing this, rotate
the bevel gear and tap the bearing cap and bevel
gear with a plastic hammer, check that there is no
clearance at "A", Figure 5-29, and adjust again.
03/09 G05026
Input Pinion and Carrier Assembly
Use a light with a feeler gauge

to ensure there is no gap.
When assembling the differential pinion carrier

assembly (Figure 5-30), if the coupling bolts are
not tightened while the pinion bearing is turning,
the bearing will be damaged in a short period of
operation. To prevent this, the following assembly procedure must be followed.
1. Using a press, install outer races (1, Figure 531) and (2) in carrier (3). Check that there is no
clearance between the outer races and the carrier.
FIGURE 5-29. BEARING ADJUSTMENT
FIGURE 5-30. INPUT PINION ASSEMBLY

2. Park Brake Disc
3. Coupling
5. Holder
6. O-Ring
8. Oil Seal
9. O-Ring
G05026 03/09
10. O-Ring
12. Holder
13. Bearing Race
14. Pinion Gear (15 T)
15. Bearing Carrier
16. Shim Assembly
18. Bearing Assembly
G5-17
FIGURE 5-31.
1. Outer Race
3. Carrier
2. Outer Race
FIGURE 5-32.
1. Holder
3. Pinion Gear
2. Heat bearing inner race (2, Figure 5-32) to

100C (212F), then press the center bearing
inner race onto pinion gear (3). Install holder
(1). Apply Three Bond #1374 thread tightener to
the mounting bolts and tighten to 280 29 Nm
(206 22 lb ft).
heat greater than 176 C (350 F).
FIGURE 5-33.
3. Heat bearing inner race (2, Figure 5-33) to
100C (212F). Press onto the pinion gear shaft
and install spacer (1).
Ensure the numbers match and keep together as a
set.
4. *Verify there is no clearance between the end
face of the pinion gear and the inner race of the
bearing.
1. Spacer
2. Bearing Inner Rac
5. Set carrier (2, Figure 5-34) on pinion gear (3),

and install bearing (1).
6. Thoroughly coat the bearing rollers, as well as
the running surfaces of the inner and outer
races, with oil.
7. Fit O-ring (10, Figure 5-30) onto bearing carrier
(15), and assemble shims (16). Install pinion
and cage assembly (1, Figure 5-35) to differential case.
NOTE: Use the same amount of shims that were
removed at the time of pinion disassembly. If any
parts, such as the bearings, bearing carrier, pinion
gear, or housing have been replaced, refer to
Adjusting Tooth Contact - Backlash, later in this
procedure to determine the correct shim thickness.
G5-18
03/09 G05026
FIGURE 5-34.
FIGURE 5-36.
1. Bearing
2. Carrier
3. Pinion Gear

2. O-Ring
3. Oil Seal
9. Assemble coupling (4, Figure 5-37), the O-ring

and holder (2). Apply Three Bond thread tightener #1374 to mounting bolt (3). Tighten bolt (3)
gradually to 2746 294 Nm (2025 217 lb ft)
while the bearing is turning (20 to 30 rotations).
If bolt (3) is tightened without the bearing being
turned, damage to the bearing may result.
FIGURE 5-35.
1. Cage Assembly
8. Install oil seal (3, Figure 5-36) and O-ring (2) to

parking brake support (1). Install support (1) to
the differential case. Apply Three Bond #1374
thread tightener to the mounting bolts and
G05026 03/09
FIGURE 5-37.
2. O-Ring and Holder
3. Bolt
4. Coupling
G5-19
10. After tightening bolt (3), turn the bearing 20 to

30 rotations, again Ensure the bearing is rotating smoothly and bolt (3) has been tightened to
the specified torque.
11. Using either of the following methods, confirm
that the bearing has been set normally.
Method #1:
Method #2:
b. Measure the axial bearing end play for: 0.0 0.118 mm (0.0 - 0.0046 in.)
Measuring method:
1.) After 20 to 30 bearing revolutions, set a
dial gauge, as shown in Figure 5-39, to
align with point zero.
a. Measure the starting torque in the tangential

direction with a spring scale (1, Figure 5-38)
attached to a threaded hole in the coupling
(396 mm [15.6 in.] bolt circle dia.).
Starting torque must not be greater than 5.1
kg (11.2 lb) maximum. Perform this measurement on the bevel gear side.
FIGURE 5-39.
2.) Oscillate the coupling 20 to 30 rotations

in its lifted condition (approximately 300
kg) and ensure the dial gauge reading
has stabilized. (See Figure 5-40)
FIGURE 5-38.
1. Spring Scale
3.) The dial gauge reading obtained in the

previous step will be equal to the end
play in the axial direction.
FIGURE 5-40.
G5-20
03/09 G05026
Adjusting Tooth Contact, Backlash
2. Adjust tooth contact as follows.
Adjust backlash and tooth contact at the same time.

1. Adjust backlash as follows.
a. Move the bevel gear with adjustment nuts (1
& 2, Figure 5-41).
a. Adjust the in and out movement of the bevel

pinion by changing the shims between the
differential case and bearing cage.
b. Adjust tooth contact in the following step.
When adjusting the bevel gear, do not change the

preload of the bearing. Always turn the adjustment nuts at both ends the same amount in the
same direction.
b. Put a dial Indicator (2, Figure 5-42) at right
angles in contact with the reverse face of the
tooth at the outside of the bevel gear. Turn
the adjustment nut and adjust the backlash.
c. Backlash: Adjust at 3 - 4 places. Keep the
pinion gear locked when measuring. Adjust
to 0.46-0.66 mm (0.018 - 0.026 in) backlash.
FIGURE 5-42. BACKLASH ADJUSTMENT

1. Bevel Gear
2. Dial Indicator
3. Adjusting tooth contact
FIGURE 5-41. TOOTH CONTACT ADJUSTMENT

1. Adjustment Nut
2. Adjustment Nut
Mix red lead in spindle oil to form a thin paste,

then coat the face of 7 or 8 teeth of the driven
gear. Hold down the driven gear by hand to act
as a brake, and rotate the drive pinion gear forward and backward, then inspect the pattern left
on the teeth.
Adjust the tooth contact as shown in the following
illustrations and procedure.
4. Caliper assembly
a. Install brake disc (1, Figure 5-43). Apply
Three Bond #1374 thread tightener to the
disc plate capscrews and tighten to 745 Nm
(550 lb ft).
b. Install plate (1, Figure 5-44) on one side,
temporarily.
c. Fit pad (2) and install caliper (3).
G05026 03/09
G5-21
FIGURE 5-43. BRAKE COUPLING

1. Brake Disc
2. Coupling
3. Capscrew
4. Holder
5. Support
6. Capscrews
d. Install the plate on the other side and tighten.

Apply Three Bond #1374 thread tightener to
the plate mounting capscrews and tighten to
927 Nm (684 lb ft).
FIGURE 5-45. PARK BRAKE SPRING CYLINDER

1. Spring Cylinder
2. Tool
3. Connecting Pin &

Clevis
4. Lever
NOTE: Adjust for a clearance of 0.1 mm (0.004 in)

between the plate and the caliper.
5. Install spring cylinder assembly (1, Figure 545), and connect rod clevis with connecting pin
(3) to the lever of slack adjuster (4).
NOTE: To retract the rod, pump oil pressure into the
spring cylinder.
Refer to Parking Brake Adjustment, Section J, Brake
System, to adjust park brake assembly.
FIGURE 5-44. CALIPER

1. Plate
2. Pad
G5-22
3. Caliper
03/09 G05026
G05026 03/09
G5-23
NOTES
G5-24
03/09 G05026
SECTION G6
FINAL DRIVE PLANETARIES AND WHEEL HUBS
INDEX
FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3

FINAL DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
Oil Level Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
FINAL DRIVE CARRIER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-6
FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-9
G06012 7/10
Final Drive Planetaries and Wheel Hubs
G6-1
NOTES
G6-2
7/10 G06012
FINAL DRIVE PLANETARIES AND WHEEL HUBS

FINAL DRIVE
The final drives are mounted on the outer ends of the
rear axle. Each final drive uses a planetary gear configuration to reduce the rotation speed of the drive
train and produce a greater driving torque. Of all the
components in the drive train, the final drive bears
the greatest stress. Final drive lubrication must be
properly maintained to ensure the long life of the
gears and bearings.
FIGURE 6-1. FINAL DRIVE PLANETARY

1. Carrier
2. Planet Gear Shaft
3. Planet Gear (43 Teeth)
4. Sun Gear (17 teeth)
5. Button
6. Cover
7. Ring Gear (106 Teeth)
8. Spacer
9. Retainer
10. Inner Hub
11. Drive Shaft

12. Wheel Hub
13. Seal Assembly
14. Seal Drain Hose
SPECIFICATIONS:
Splash-type Lubrication
Ratio: 7.235
Oil: 120 L (32 gal) - each side
G06012 7/10
G6-3
Oil Level Check

Stop the truck with drain plug (3, Figure 6-2) rotated
nearest the ground and casting line (1) horizontal.
Remove fill plug (2) and check the oil level. If the oil
level is not near the lower edge of the plug hole, add
oil until it reaches this level. Refer to Section P, Lubrication and Service, for oil specifications.
3. Remove the cap screws that secure cover (1,

Figure 6-3). Remove the cover.
FIGURE 6-3. COVER

1. Cover
FIGURE 6-2. OIL PLUG AND CASTING LINE

1. Casting Line
2. Fill Plug
3. Drain Plug
2. Button
4. Install an eyebolt at the end of drive shaft (3,

Figure 6-4). Use a bar to pull the drive shaft
from the wheel. Attach a lifting device to the
shaft for support as it is pulled from the carrier.
176 kg (388 lb). Lift the shaft from the truck.
FINAL DRIVE CARRIER ASSEMBLY

Removal
1. Remove drain plug (3, Figure 6-2) and drain the
oil from the final drive case. Oil capacity is 120 l
(31.7 gal).
NOTE: If the drain plug is not at the bottom, use a
hydraulic 51,000 kg (50 ton) jack to raise the truck.
Turn the hub to position the plug as shown in
Figure 6-2.
2. Remove the wheel assemblies. Refer to Section G2, Tires and Rims, for instructions on
removing the rear wheels.
FIGURE 6-4. DRIVE SHAFT
1. Carrier Assembly
2. Spacer
3. Drive Shaft
G6-4
4. Snap Ring
5. Sun Gear
7/10 G06012
5. Remove snap ring (4) from the drive shaft.

6. Remove sun gear (5).
7. Remove spacer (2).
6. Place cover (1) into position. Install the cap

screws and washers that secure the cover.
8. Attach appropriate lifting apparatus to carrier

assembly (1). The weight of the carrier assembly is approximately 630 kg (1,390 lb). Lift the
carrier from the truck.
7. Add oil to the final drive case. Fill to the specified level and check the oil level again. Refer to
Section P, Lubrication and Service, for the
proper oil.
Disassembly
1. Remove nine cap screws (6, Figure 6-6) and six
cap screws (7). Remove plate (3).
2. Use a press to remove shaft (4).
FIGURE 6-5. CARRIER ASSEMBLY

1. Carrier Assembly
2. Rim
Installation
1. Attach appropriate lifting apparatus to carrier
assembly (1, Figure 6-5). The weight of the carrier assembly is approximately 630 kg (1,390
lb). Lift the carrier assembly into position on the
truck.
2. Attach a lifting device to the drive shaft. The
weight of the assembly is approximately 176 kg
(388 lb). Lift the shaft into position. Install an
eyebolt at the end of drive shaft (3). Insert a bar
through the eyebolt and use the bar to push the
drive shaft into the carrier.
FIGURE 6-6. CARRIER

1. Bearings
2. Spacer
3. Plate
4. Shaft
5. Gear Assembly
6. Cap Screws
7. Cap Screws
8. Spacer
3. Install spacer (2 Figure 6-4).

4. Install sun gear (5) on drive shaft (3).
G06012 7/10
G6-5
Assembly
1. Install spacer (8, Figure 6-6) in the carrier.
2. Install snap ring (3, Figure 6-8).
3. Position spacer (2), and press fit outer race (1).
4. Set spacer (2, Figure 6-6) and bearing (1) into
position. Raise the planetary gear and assemble. Install bearing (1) from the top.
5. Push planetary gear assembly (5) into the carrier.
6. Temporarily install plate (3) with cap screw (7).
Install two guide cap screws to shaft (4), and
press fit.
FIGURE 6-7. BEARINGS
1. Bearings
2. Spacer
7. Apply Three Bond #1374 thread tightener to

cap screws (4, Figure 6-9). Tighten to 113 Nm
(83 lb ft). Rotate the pinion gear five to six revolutions. Again, tighten nine cap screws (4) and
six capscrews (3) to the specified torque.
3. Remove gear assembly (5). Remove two bearings (1) and spacer (2). Refer to Figure 6-6 and
Figure 6-7.
4. Remove outer race (1, Figure 6-8) and spacer
(2).
Keep the bearing together as a set, in a safe place.
5. Remove snap ring (3).
6. Remove spacer (8, Figure 6-6) from the carrier.
FIGURE 6-9. PLANETARY SHAFT RETAINER
FIGURE 6-8. OUTER BEARING RACES

1. Outer Race
2. Spacer
G6-6
1. Carrier
2. Retainer Plate
3. Cap Screw, Washer

4. Cap Screw, Washer
3. Snap Ring
7/10 G06012
FINAL DRIVE ASSEMBLY

Disassembly
1. Remove the rear wheel. Refer to Section G2,
Tires and Rims, for instructions on removing the
rear wheel.
2. Remove the carrier assembly as outlined in this
chapter.
3. Remove the retainer and shims.
a. Use three fixture tools (562-99-3A120) (1,
Figure 6-10) to secure disc brake inner gear
(4) to outer gear (3). To install the tools,
remove three cap screws (2) from the outer
gear, and insert cap screws (5) into the three
tool mounting tapped holes in the inner gear.
FIGURE 6-11. RETAINER
1. Retainer
To prevent damage to the floating seal, always
install the fixture tools before removing retainer
(1, Figure 6-10).
b. Remove mounting cap screws (2, Figure 611). Remove retainer (1) and the shims.
NOTE: Note the number and thickness of the shims.
Keep the shim pack together in a safe place.
2. Cap Screws
4. Attach appropriate lifting apparatus to ring gear

assembly (1, Figure 6-12). The ring gear and
hub weighs approximately 325 kg (716 lb). Lift
the gear from the assembly.
5. Disassemble the ring gear assembly as follows.
a. Remove mounting cap screws (1, Figure 613), then remove holder (2).
b. Remove inner hub (3) from ring gear (4).
FIGURE 6-10. BRAKE GEAR TOOL INSTALLATION

1. Fixture Tool
(562-99-3A120)
2. Cap Screw
3. Outer Gear
G06012 7/10
4. Inner Gear
5. Temporary Cap Screw
6. Wheel Hub
FIGURE 6-12. RING GEAR

1. Ring Gear Assembly
2. Hub
G6-7
FIGURE 6-13. INNER GEAR AND RING GEAR

1. Cap Screws
2. Holder
3. Inner Hub
4. Ring Gear
6. Remove the rear wheel hub assembly.

a. Attach an appropriate lifting sling to rear
wheel hub assembly (1, Figure 6-14) or support with a forklift. The weight of the assembly is approximately 968 kg (2134 lb).
Remove nuts (2, Figure 6-15), except those
on the seal retainer tools.
FIGURE 6-15. GEAR SUPPORT TOOL

1. Tool (562-99-3A120)
2. Nut
3. Cap Screw
4. Outer Gear
5. Wheel Hub
b. Remove wheel hub assembly (2, Figure 616) slowly until the outer bearing is
unseated. Remove outer bearing (1) and
bearing inner race pin. The weight of the
bearing is approximately 76 kg (168 lb).
NOTE: DO NOT allow the bearing to fall. The bearing
is easily dislodged.
c. Remove the wheel hub assembly.

d. Remove outer races (2 & 3, Figure 6-17)
from the wheel hub assembly.
FIGURE 6-14. REAR WHEEL HUB

1. Hub Assembly
G6-8
2. Housing
7/10 G06012
FIGURE 6-16. HUB AND BEARING

1. Bearing
FIGURE 6-18. BEARING
2. Hub Assembly
1. Bearing
2. Axle
3. Pin
Assembly
NOTE: Refer to Section J, Rear Wet Disc Brakes Floating Ring Seal Assembly/Installation for detailed
seal installation instructions.
1. Install floating seal assembly (13, Figure 6-1) to
the wheel hub seal carrier. Install a new O-ring
on the seal carrier.
2. Install inner bearing (1, Figure 6-18) and pin (3).
3. Assemble the wheel hub.
FIGURE 6-17. HUB AND BEARING

1. Hub Assembly
3. Outer Race
2. Outer Race
7. Remove inner bearing (1, Figure 6-18 and bearing inner race pin (3). The weight of the bearing
is approximately 75 kg (165 lb).
8. Remove floating seal carrier (13, Figure 6-1)
from the axle.
G06012 7/10
a. Use a bearing plate and press to install outer

races (2 & 3, Figure 6-17) into wheel hub (1).
b. Raise the rear wheel hub assembly. Slide the
assembly over the axle and against the disc
brake inner gear.
c. Install the outer bearing retainer pin onto the
axle. Install outer bearing (1, Figure 6-16).
d. Install nuts (2, Figure 6-15) and tighten to
927 Nm (684 lb ft).
NOTE: DO NOT remove tools (1, Figure 6-14) until
the retainer has been completely secured.
G6-9
4. Assemble the ring gear.

a. Place inner hub (3, Figure 6-13) into position
on ring gear (4).
b. Install holder (2). Apply Three Bond #1374
thread tightener to mounting cap screws (6)
and tighten to 113 Nm (83 lb ft).
c. Install ring gear assembly (1, Figure 6-12).
5. Adjust the bearing preload as follows.
a. Install retainer (2, Figure 6-19) with four
equally spaced cap screws (3). DO NOT
install any shims at this time.
b. Remove fixture tools (1, Figure 6-15) at three
places.
c. Rotate the wheel hub five to six times.
d. Tighten the cap screws evenly and alternately to 167 10 Nm (123 7 lb ft).
FIGURE 6-19. SHIM ADJUSTMENT
1. Micrometer
2. Retainer
If the cap screws are tightened without rotating

the wheel hub, the bearing will not seat properly
and the correct preload cannot be obtained.
e. Using depth micrometer (1, Figure 6-19)

measure dimension (c) between the end of
axle housing (4) and the outer edge of
retainer (2).
f. Install tools (1, Figure 6-15) at three evenly
spaced locations.
3. Capscrew
4. Axle Housing
6. Rotate the wheel hub five to six times. Tighten

cap screws (3, Figure 6-19) evenly and alternately until the tightening torque is constant.
After tightening the cap screws, rotate the
wheel hub and verify smooth rotation.
7. Install the carrier assembly. Refer to Final Drive
Carrier Assembly - Installation in this section.
8. Install the rear wheel assembly. Refer to Section G2, Tires and Rims for information on
installing the rear wheels.
g. Remove the retainer, and measure thickness

(a, Figure 6-19) of the retainer. Select a shim
thickness which is equal to dimension (b).
Use the formula below:
b = (c-a) + 0.3 mm (0.012 in.).
h. Insert the shim pack and install retainer (2,
Figure 6-19). Apply Three Bond #1374
thread tightener to cap screws (3) and
tighten to 927 Nm (684 lb ft).
i. Remove tools (1, Figure 6-15) at three
places. Install the absent cap screws (3) and
tighten to 549 Nm (405 lb ft).
G6-10
7/10 G06012
SECTION H
SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
SUSPENSION OILING AND CHARGING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
H01017
Index
H1-1
NOTES
H1-2
Index
H01017
SECTION H2
FRONT SUSPENSION
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Pressure Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
DAMPING VALVE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12
H02022 08/08
Front Suspensions
H2-1
NOTES
H2-2
Front Suspensions
08/08 H02022
FRONT SUSPENSION
The suspensions are hydro-pneumatic components
containing oil and nitrogen gas. The oil and gas in the
four suspension cylinders carry the gross truck
weight less the axles and wheels.
The suspension system supports the weight of the
chassis and absorbs the shock from uneven road
surfaces to provide a comfortable ride for the operator. At the same time, it maintains the stability of the
machine by ensuring that all four wheels are always
in contact with the ground surface.
Front suspension cylinder (Figure 2-1) functions as a

shock absorber and spring, and is connected by
spherical bearings to the lower A-arm and main
frame. The wheels move up and down in accordance
with the retraction and extension of the suspension
cylinder to maintain the proper alignment for the
wheels and to improve the stability of the truck.
FIGURE 2-1. FRONT SUSPENSION
H02022 08/08
Front Suspensions
H2-3
The inside of the suspension cylinder contains oil (B,

Figure 2-2), and is charged with nitrogen gas (A). Oil
(B) and oil chamber (C) are connected by tube (9)
and valve assembly (10).
When the machine is in motion, the wheels follow the
unevenness of the road surface. The external vertical
forces from the road surface are absorbed by the
suspension cylinder. When this happens, the volume
of the nitrogen in the gas chamber is compressed by
the input force, and absorbs the external force. The
nitrogen gas is sealed by the rod chamber and the
oil, so it is always subjected to a pressure corresponding to the external force. The pressurized nitrogen allows the suspension to function as a spring,
extending and retracting as the road surface
changes.
The damping force is produced inside valve assembly (10) with orifice plate (12) and leaf springs (11).
They restrict the flow of oil between oil chamber (B)
and oil chamber (C), and create a damping force.
When retracting, the nitrogen gas is compressed
by the external force from the road surface. The
oil in chamber (B) flows through valve assembly
(10) in direction (Y). The oil flows through tube
(9) to oil chamber (C). The oil flowing through the
valve is throttled by orifices to generate a
damping force.
When extending, the external force from the road
surface weakens, the pressure of the nitrogen
gas extends the rod, and the oil in chamber (C)
passes through tube (9) and valve assembly (10)
to oil chamber (B). The oil flowing through the
valve flows in direction (Z) and passes through
orifices in the orifice plate to generate a damping
force.

1. Charging Valve
2. Retainer
3. Flange
4. Cylinder (with axle)
5. Rod
6. Wear Ring
7. Discharge Plug
8. Air Bleed Plug
H2-4
Front Suspensions
9. Tube
10. Valve Assembly
11. Leaf Springs
12. Orifice Plate
A. Gas Chamber
B. Oil Chamber
C. Oil Chamber
08/08 H02022
Removal
1. Park the truck on a hard level surface. Apply the
parking brake and turn the key switch to OFF.
Chock the rear wheels.
2. Place a jack of sufficient capacity below the
base of the suspension cylinder to be removed
(on the A-arm). Place another jack below the
front of the frame on the side being serviced.
Raise both jacks to allow for tire removal.
3. Remove the front tire on the side being serviced. Refer to Section G, Tires And Rims.
5. Disconnect pressure sensor harness (1,

Figure 2-3) at the frame connection. Remove
cover (3) from the top of the suspension cylinder.
6. Remove grease line (1) from pin (2). Remove
the elbow fitting.
7. Release the nitrogen pressure from the suspension. Refer to Section H, Suspension Oiling and
Charging for proper instructions.
4. Remove the wheel hub and brake assemblies.

Refer to Section G, Front Wheel Hub And Spindle.
FIGURE 2-4. STEERING LINKAGE REMOVAL

1. Steering Cylinder
2. Tie Rod
3. Pin
4. Pin
5. Grease Lines
8. Disconnect grease lines (5, Figure 2-4) from

pins (3) and (4) on the steering knuckle.
Remove the elbow fittings.
9. Remove pins (3) and (4).
10. Move steering cylinder (1) and tie rod (2) out
from the steering knuckle.
11. Remove any remaining brake hose clamping
from the cylinder. Remove the A-arm grease
line if routing prevents cylinder removal.
12. Remove the grease injector manifold from the
suspension cylinder and set aside.

1. Grease Line
2. Pin
3. Cover
H02022 08/08
4. Suspension
5. Pressure Sensor
Harness
13. Remove capscrews (2, Figure 2-5) and lock

washers (3). Rotate the knuckle arm as necessary to gain access to all of the capscrews.
Front Suspensions
H2-5
14. Steer the knuckle arm to the straight ahead

position.
15. Lower the A-arm jack to disconnect the cylinder
from the A-arm.
16. Attach a suitable lifting device to the suspension. The weight of the suspension is approximately 1850 kg (4080 lb). See Figure 2-6.
17. Remove the pin retainer that secures pin (2,
Figure 2-6). Remove the pin and lift the suspension from the truck.
Installation
1. Clean all paint and debris from the mounting
surface of the suspension. Ensure the mounting
surfaces of the suspension and the A-arm are
smooth and free of any oil.
2. Attach a suitable lifting device to the suspension housing. The weight of the suspension is
approximately 1850 kg (4080 lb). Refer to
Figure 2-6.
3. Raise the suspension into position at the top
cylinder mount. Install cylinder pin (2, Figure 26). Install the pin retainer.
4. Raise the A-arm into position at the lower cylinder mount. Install capscrews (2, Figure 2-5) and
lock washers (3).

FIGURE 2-5. STEERING KNUCKLE
(View From Bottom)
1. A-Arm
2. Capscrews
1. Suspension Cylinder
2. Cylinder Pin
3. Lockwashers
5. Move steering cylinder (1, Figure 2-4) and tie
rod (2) into position on the steering knuckle.
6. Install pin (3) and pin (4).
7. Install elbow fitting on pin (3) and pin (4). Connect grease lines (5) to the fittings.
8. Install the grease injector manifold on the suspension cylinder.
H2-6
Front Suspensions
08/08 H02022
9. Connect any brake hose clamping that was

removed prior to suspension removal. Install
the grease line for the lower A-arm joint if
removed.
10. Install the front wheel hub and brake assemblies. Refer to Section G for installation procedures.
11. After installation of the suspension, it will be
necessary to check the oil level and charge with
nitrogen gas. Refer to Section H, Suspension
Oiling and Charging.
Disassembly
The suspension cylinders require only normal care
when handling as a unit. However, after being disassembled these parts must be handled carefully to
prevent damage to the machined surfaces. Surfaces
are machined to extremely close tolerances and are
precisely fitted. All parts must be completely clean
during assembly.
If available, mount the suspension in a roll-over stand
to retain the assembly and allow repositioning during
disassembly. Use extreme care when handling
machined surfaces and critical components.
1. Remove the top suspension cover if installed.
2. Remove charging valve (8, Figure 2-7) and
pressure sensor/valve (9) from the top of the
cylinder.
3. Remove flange capscrews (7) and air bleed
valve (15).
4. Lift the cylinder rod assembly out of the housing
with plate (20), retainer (6), and flange (5)
installed. If necessary, install pusher bolts into
the flange to separate the flange from the cylinder housing.
After the rod assembly has been removed from
the housing, remove the plate, retainer, and
flange from the rod.
5. Remove wear ring (1) and stopper (3) from cylinder rod (2).
6. Remove dust seal (13) and bushing (12) from
the retainer.
7. Remove seal (11), bushing (10) and buffer seal
(14) from the flange.
8. Remove O-ring (16) and backup ring (17) from
the flange.
9. Remove tube (18) and valve body (19) from the
cylinder. Remove the O-rings from the tube and
the valve body.
If further disassembly of the damping valve is
necessary, refer to Damping Valve Repair later
in this chapter.
H02022 08/08
Front Suspensions
H2-7
FIGURE 2-7. HD1500-7 FRONT SUSPENSION ASSEMBLY

1. Wear Ring
2. Rod
3. Stopper
4. Suspension Housing
5. Flange
6. Retainer
7. Cap screw
H2-8
8. Charging Valve
9. Pressure Sensor/Valve
10. Bushing
11. Seal
12. Bushing
13. Dust Seal
14. Buffer Seal
Front Suspensions
15. Air Bleed Valve

16. Backup Ring
17. O-Ring
18. Oil Transfer Tube
19. Valve Body
20. Plate
21. Tube
08/08 H02022
10. Remove the capscrews that secure tube (21) to

the cylinder housing. Remove the tube.
Remove the O-rings and backup rings from the
tube. Note the orientation of the seal rings.
11. If necessary, remove the spherical bushing from
the rod eye. Remove the two snap rings that
secure the bearing. Use a press and a step
plate to remove bushing from the rod eye.

If scratches or scores are found in housing or on suspension tube, contact the nearest Komatsu distributor for additional information regarding repair
services or factory recommended repair procedures.
Suspensions must be assembled in a clean, dust
free area. Clean metal suspension parts with Trichlorethane 1,1,1, acetone, or lacquer thinner prior to
final assembly. Clean the seals, wipers, O-rings and
backup rings with solvent and a clean cloth. Wipe
each part prior to lubrication and installation.
FIGURE 2-8. TUBE SEALS

1. O-ring
2. Backup Ring
Assembly
All components must be clean before assembling.
Lightly lubricate all O-rings with petroleum jelly or
clean suspension oil.
1. If removed, install the spherical bushing in the
cylinder rod eye. Use a press and a step plate
to install the bushing. Install the two snap rings
that secure the bushing.
2. Install new O-rings and backup rings on tube
(21, Figure 2-7). Orient the O-rings as shown in
Figure 2-8.
3. Place valve body (19, Figure 2-7) into position
on cylinder housing (4). Apply LT-2 to the capscrews that secure the valve body. Tighten the
capscrews to 277 32 Nm (204 24 lb ft).
4. Install the O-rings onto tube (18). Place the tube
into position and install the mounting capscrews. Tighten the capscrews to 111 12 Nm
(82 9 lb ft).
H02022 08/08
5. Install stopper (3) over the rod until it contacts

the piston area. Press the stopper into the cavity on the top side of the piston. Do not lubricate
the stopper. Press in place dry to allow air to
escape.
6. Install wear ring (1) on cylinder rod (2). Lubricate the outside surface of the wear ring with
clean suspension oil.
NOTE: In the following steps, use caution to prevent
deforming the bushings during installation.
7. Press bushing (10) into flange (5). Lubricate the
inside surface of the bushing with clean suspension oil.
8. Install seal (11) and buffer seal (14) in the
flange.
9. Install O-ring (16) and backup ring (17) on the
flange. Orient the O-ring so that it will face the
bottom of the cylinder when the flange is
installed.
Front Suspensions
H2-9
10. Press bushing (12) and dust seal (13) onto

retainer (6).
11. Position flange (5), retainer (6), and plate (20)
onto the cylinder rod. Lift the assembly into the
housing.
12. Apply a thin layer of Liquid Gasket LG-5 to the
entire sealant area (A, Figure 2-9) on flange (2)
and retainer (1). Do not allow sealant to contact
seal bore area (B).
13. Install capscrews (7). Tighten the capscrews to
385 42 Nm (284 31 lb ft).
14. Install air bleed valve (15), pressure sensor/
valve (9) and charging valve (8). Tighten each
item to 45 5 Nm (33 4 lb ft).
Pressure Tests
Allow all sealants to properly cure before pressure
testing the suspension.
Perform a nitrogen leak test and a hydraulic oil leak
test as follows:
1. Position the cylinder upright and secure.
2. Remove pressure sensor (1, Figure 2-10) and
install a fitting to attach a nitrogen supply.
Charging valve (2) must be installed and remain
closed during the tests.
3. Apply 490 kPa (71 psi) pressure for 2 minutes.
Spray a soapy water solution at all joints and at
the rod seal area to check for leakage. No leaks
are permitted.
4. Turn off the pressure supply. Loosen air bleed
valve (3) one revolution and discharge the nitrogen from the suspension.
5. Remove charging valve (2) and attach an oil fitting to pump pressurized oil into the suspension.
6. Pressure test the suspension by applying
10,308 kPa (1495 psi) of oil pressure for 10
minutes. No leakage is permitted. If leakage is
present, the source of the leak must be
repaired.
7. Turn off the hydraulic pump, relieve pressure,
and remove the test equipment.
8. Drain the oil.
Oil Adjustment
9. The suspension must be filled to the correct oiling dimension (A, Figure 2-10). Refer to Section
H, Oiling and Charging for oil specifications.
FIGURE 2-9. LIQUID GASKET SEAL AREA
1. Retainer
2. Flange
A - Sealant Area
B - No Sealer in this area
Dimension A: . . . . . . 97 3 mm (3.8 0.1 in.)

Specified oil quantity:
HD1500-7: . . . . . . . . . . . . . . . 62.4 L (16.5 gal)
10. Open air bleed valve (3) and fill the suspension
with oil. Continue filling until oil flows out the
bleed valve free of bubbles.
H2-10
Front Suspensions
08/08 H02022
11. Tighten the air bleed valve to 45 5 Nm (33 4

lb ft).
DAMPING VALVE REPAIR
12. Loosen pressure sensor (1) one revolution and

continue to pump oil until oil flows out of the
pressure sensor port free of bubbles.
13. Tighten the pressure sensor to 45 5 Nm (33
4 lb ft).
14. Continue to fill with oil until the proper oiling
dimension (A) is attained. Remove the oiling
apparatus.
If damping valve repairs are being performed

with the suspension assembly mounted on the
truck, relieve nitrogen pressure prior to removing
any components. Refer to Section H, Suspension
Oiling and Charging for information on how to
properly relieve the pressure. Use a jack under
the truck frame to prevent the suspension from
retracting.
Disassembly
1. Place a container capable of capturing approximately 63 liters (17 gal) of oil into position
beneath valve body (2, Figure 2-11).
2. Remove the capscrews that secure tube (1) to
the valve body and cylinder. Remove the tube
and the O-rings.
3. Remove the four capscrews that secure valve
body (2) to the suspension. Remove the valve.
4. Remove orifice plate assembly (3) as a complete unit.
5. Remove capscrew (4). Remove stopper plate
(5), plate (6), oblong leaf springs (7) and circular leaf springs (8) from orifice plate (9).
FIGURE 2-10. OILING DIMENSION
6. Remove pin (10) from orifice plate (9).

1. Pressure Sensor
2. Charging Valve
3. Air Bleed Valve
15. Install the charging valve and tighten to 45 5

Nm (33 4 lb ft).
16. Install the cover on the top of the suspension
and prepare for storage or installation.
H02022 08/08
Front Suspensions
H2-11
Assembly
1. Install pin (10, Figure 2-11) to orifice plate (9).
NOTE: In the following step, assemble each oblong
leaf spring (7) and circular leaf spring (8) with the
chamfered side facing orifice plate (2). Refer to
Figure 2-8.
2. Assemble circular leaf springs (8), oblong leaf
springs (7) with plates (9), (6), and (5). Secure
the assembly with capscrew (4), and tighten to
66 Nm (49 lb ft).
3. Install orifice plate assembly (3) to valve body
(2). Tighten the capscrews to 66 Nm (49 lb ft).
4. Position the O-ring and valve body (2) into position on the suspension. Coat the capscrew
threads with Three Bond TB1374. Install the
capscrew and tighten to 279 Nm (206 lb ft).
5. With new O-rings installed, place tube (1) into
position. Install the capscrews and tighten to
110 Nm (81 lb ft).
6. If damping valve repairs have been performed
while the suspension is still mounted on the
truck, fill the suspension assembly with oil and
recharge with nitrogen. Refer to Section H, Suspension Oiling and Charging.
FIGURE 2-11. DAMPING VALVE

1. Tube
2. Valve Body
3. Orifice Plate Assembly
4. Capscrew
5. Stopper Plate
H2-12
6. Plate
7. Oblong Leaf Spring
8. Circular Leaf Spring
9. Orifice Plate
10. Pin
Front Suspensions
08/08 H02022
SECTION H3
REAR SUSPENSION
INDEX
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-9
LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
SPHERICAL BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-10
H03025 09/08
Rear Suspensions
H3-1
NOTES
H3-2
Rear Suspensions
09/08 H03025
REAR SUSPENSION
Suspensions are hydro-pneumatic cylinders containing oil and nitrogen gas. The oil and gas in the four
suspensions carry the gross weight of the truck
minus the wheels, spindles and rear axle. The rear
suspension cylinders consist of two basic components, a suspension housing attached to the truck
frame and a suspension rod attached to the axle
housing.
Each rear suspension cylinder contains a charging
valve (1, Figure 3-1). The charging valve is used to
charge the suspension with pressurized nitrogen.
The suspension must be properly maintained with oil
and nitrogen for optimum performance. Refer to Section H, Oiling and Charging Procedures, for proper
charging instructions.
The suspension is also equipped with a pressure
sensor. The sensor senses internal gas pressure and
sends that information to the VHMS controller. The
information is used to calculate payload data by the
payload meter.
The suspension cylinder requires only normal care
when handling as a unit. However, after being disassembled these parts must be handled very carefully
to prevent damage to the machined surfaces. Surfaces are machined to extremely close tolerances
and are precisely fitted. All parts must be completely
clean during assembly.
FIGURE 3-1. REAR SUSPENSION ASSEMBLY

1. Charging Valve
H03025 09/08
Rear Suspensions
2. Pressure Sensor
H3-3
Operation
The suspension cylinder functions both as a shock
absorber (retracting) and a spring (extending).
Retracting: When the truck is in motion and hits a

bump or an object on the road, the wheels are
pushed up. The upward motion causes the
cylinder rod to retract into the cylinder. When this
happens, the nitrogen gas inside area (1) is
compressed and absorbs the shock from the
road. At the same time, oil is displaced from area
(6) and travels through orifices (2 & 3) to cavity
(5). The cavity is quickly filled.
Extending: After the truck has passed over a

bump or object on the road surface, the cylinder
is pulled down by the weight of the wheels and
axle. At the same time, the nitrogen pressure
inside the cylinder pushes down inside area (1)
and acts as a spring. As a result, the size of
cavity (5) is reduced, and pressurizes the oil in
the cavity. The pressurized oil closes the check
balls in orifices (2 & 3) limiting oil flow into oil area
(5). The restricted oil flow through orifice (4)
results in a slower extension as compared to
retraction. The slower extension provides a
smoother ride.
FIGURE 3-2. REAR SUSPENSION

1. Nitrogen Cavity
2. Check Ball Orifice
3. Check Ball Orifice
4. Orifice
H3-4
Rear Suspensions
5. Oil Cavity
6. Oil Cavity
7. Piston Rod
09/08 H03025
Removal
1. Park the unloaded truck on hard, level surface.
Apply the parking brake and chock the wheels.
2. Raise and support the rear of the truck frame.
3. Wear a face mask or goggles, and discharge
the nitrogen pressure from the suspension.
Refer to Section H, Oiling and Charging Procedures, for the proper procedure for discharging
nitrogen.
4. Remove pressure sensor (5, Figure 3-3) and
remove the clamps securing the sensor harness to the suspension.
5. Remove the upper pin retainer and remove
upper pin (1).
6. Attach an appropriate lifting device to the suspension. The suspension weighs approximately
500 kg (1100 lb).
7. Remove the lower pin retainer and remove
lower pin (2). Lift the suspension from the truck.
8. Move the suspension to a clean work area.
Installation
1. Attach an appropriate lifting device to the suspension. The suspension weighs approximately
500 kg (1100 lb).
2. Lift the suspension into position on the truck.
Lubricate lower pin (2, Figure 3-3 with multi-purpose grease and install the pin. Install the pin
retainer and cap screws.
3. Lubricate upper pin (1) with multi-purpose
grease and install the pin. Install the pin retainer
and cap screws.
4. If not done already, fill the suspension with oil,
and charge with nitrogen gas. Refer to Section
H, Suspension Oiling and Charging Procedures, for more information.
5. Install the clamps that secure the sensor harness to the suspension.
H03025 09/08
1. Upper Pin
2. Lower Pin
3. Cover
4. Clamp
5. Pressure Sensor
6. Charging Valve
Disassembly
1. If available, mount the suspension assembly in
a roll-over stand. Position the assembly upright
as installed on the truck.
2. Remove clamp (4, Figure 3-3) and cover (3).
3. Remove charging valve (6) and the pressure
sensor schrader valve from the suspension.
Drain the oil from the cylinder.
4. Rotate the assembly to position the flange on
top. Remove cap screws (1, Figure 3-4) and the
washers.
Rear Suspensions
H3-5
6. Attach a suitable lifting device to rod (1,

Figure 3-6). The weight of the rod is approximately 177 kg (390 lb). Lift the rod out of the
housing
FIGURE 3-4.
1. Cap Screw
2. Plate
FIGURE 3-6.
5. Remove plate (1, Figure 3-5), retainer (4), and

flange (2). These parts may be lifted off the cylinder with the rod in the following step.
1. Rod
2. Cylinder Housing
7. Remove wear ring (2, Figure 3-7) from cylinder

rod (1).
FIGURE 3-7.
FIGURE 3-5.
1. Rod
1. Plate
2. Flange
H3-6
2. Wear Ring
3. Cylinder Housing
4. Retainer
Rear Suspensions
09/08 H03025
8. Remove seal (1, Figure 3-8) and bushing (2)

from retainer (3).
FIGURE 3-8.
FIGURE 3-9.
1. Seal
2. Bushing
3. Retainer
1. Packing
2. Flange
3. Bushing
4. O-Ring
5. Backup Ring
9. Remove packing (1, Figure 3-9) and bushing

(3) from flange (2). Remove O-ring (4) and
backup ring (5).
10. If necessary, remove cover (8, Figure 3-10)
from the cylinder housing.
11. If necessary, remove the spherical bearings.
Refer to Spherical Bearings later in this chapter
for instructions.
H03025 09/08
Rear Suspensions
H3-7
FIGURE 3-10. SUSPENSION ASSEMBLY

1. Cap Screw
2. Washer
3. Clamp
4. Packing
5. Schrader Valve
6. Pressure Sensor
H3-8
7. Charging Valve
8. Cover
9. Cap Screw
10. Wear Ring
11. Cylinder Housing
12. Bushing
13. Cap Screw

14. Washer
15. Rod
16. Packing
17. Bushing
18. Seal
Rear Suspensions
19. Plate
20. Retainer
21. Flange
22. O-ring
23. Backup Ring
09/08 H03025
If scratches or scores are found in housing or on suspension tube, contact the nearest Komatsu distributor for additional information regarding repair
services or factory recommended repair procedures.
Suspensions must be assembled in a clean, dust
free area. Clean metal suspension parts with Trichlorethane 1,1,1, acetone, or lacquer thinner prior to
final assembly. Clean the seals, wipers, O-rings and
backup rings with solvent and a clean cloth. Wipe
each part prior to lubrication and installation.
Assembly
1. All components must be clean before assembling. Lightly lubricate all O-rings with petroleum
jelly or clean suspension oil.
2. Install wear ring (2, Figure 3-7) on rod (1).
FIGURE 3-11. LIQUID GASKET SEAL AREA

1. Retainer
2. Flange
A - Sealant Area
B - Seal Area
3. Install packing (1, Figure 3-9) and bushing (3) in

flange (2). Install O-ring (4) and backup ring (5).
Refer to Figure 3-10 for seal orientation detail.
4. Install seal (1, Figure 3-8) and bushing (2) in
retainer (3).
5. Rotate the cylinder housing so the flange mating face is facing up.
6. Attach a suitable lifting device to rod (1,
Figure 3-6). The weight of the rod is approximately 177 kg (390 lb). Lift the rod over the
housing. Lubricate the wear ring with clean suspension oil. Lower the rod into the cylinder
housing.
7. Apply a thin layer of Liquid Gasket to sealant
area (A, Figure 3-11) on retainer (1) and flange
(2). DO NOT allow the sealant to contact seal
area (B).
8. Lubricate bushing (3, Figure 3-9) with clean
suspension oil.
9. Lift flange (2, Figure 3-5) and retainer (4) onto
the cylinder housing.
11. Secure the flange, retainer, and plate to the cylinder with cap screws (1, Figure 3-4) and the
washers. Tighten the cap screws to 382 45
Nm (282 33 lb ft).
12. Install a new seal onto charging valve (7,
Figure 3-10) and schrader valve (5). Install the
valves in the cylinder housing. Tighten the
valves to 44 5 Nm (33 4 lb ft).
NOTE: The charging valves must be installed in the
outboard ports (as viewed while the suspension is
mounted on the truck).
13. If removed, install cover (8).
14. Install the spherical bearings, if necessary.
Refer to Spherical Bearings - Installation.
15. Leak test the suspension. Refer to Leak Testing
later in this chapter for instructions.
10. Lift plate (1) onto the cylinder housing.
H03025 09/08
Rear Suspensions
H3-9
LEAK TESTING
It is necessary to leak test the cylinder after rebuild
and assembly to verify proper operation of the cylinder. Use the pressure sensor port to charge the cylinder during the leak test.
Air Leak Test
1. Secure the cylinder in the retracted position for
the duration of the test.
2. Remove the valve from the pressure sensor
port and connect an air or nitrogen source. Verify the suspension cylinder charging valve is
closed before proceeding with the test.
3. Submerge the cylinder in a water tank if available. If a tank is not available, acquire a large
spray bottle of soapy water.
4. Pressurize the cylinder to 689 138 kPa (100
20 psi).
Inspection
1. Inspect the bearing bores for damage. Inspect
the retainer ring grooves. Repair or replace as
necessary.
2. Inspect the mounting pin, snap rings, and
spherical bearing. Replace if damaged.
Installation
1. Install one snap ring (1, Figure 3-12) into one of
the snap ring grooves.
2. Use a press and a pusher plate to install the
spherical bearing in the bore.
3. Install the remaining snap ring.
5. Observe the cylinder for leaks for 20 minutes. If

the cylinder is not submerged in water, spray
the soapy water over all sealed joints for the
entire 20 minutes.
If an air leak exists, the cylinder must be
repaired as necessary before proceeding.
6. If no leaks are found, the cylinder may be
charged and installed on the truck. Refer to
Section H4, Suspension Oiling and Charging.
SPHERICAL BEARINGS
NOTE: If either the top or bottom spherical bearings
are to be replaced with the suspension mounted on
the truck, ensure the truck frame is securely
supported. Refer to Suspension Removal and
Installation for more information on suspension
removal. Securely support the suspension as the
bearing is being removed and installed.
FIGURE 3-12. SPHERICAL BEARINGS
1. Snap Ring
2. Spherical Bearing
Removal
1. Remove two snap rings (1, Figure 3-12) from
the mounting eye.
2. Use a press and a pusher plate to remove bearing (2).
H3-10
Rear Suspensions
09/08 H03025
SECTION H4
SUSPENSION OILING AND CHARGING
INDEX
SUSPENSION OILING AND CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10
Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-10
Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-14
FRONT AND REAR CYLINDER LENGTH ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-14
H04020 03/11
Oiling and Charging Procedures
H4-1
NOTES
H4-2
03/11 H04020
SUSPENSION OILING AND CHARGING

GENERAL INFORMATION
Equipment List
These procedures detail the oiling and charging of

the front and rear suspensions. Suspensions which
have been properly charged will provide improved
handling and a better ride while improving the service
life of the suspensions, the truck main frame, and
other main components.
1. Service Kits:
NOTE: Inflation pressures and oiling/charging

dimensions are calculated for original truck Gross
Vehicle Weight (GVW). Any accumulation of dirt/
mud/debris on the truck or in the body must be
removed before starting these procedures. Additions
to the truck weight (tailgates, water tanks, etc.) must
be considered part of the payload. Keeping the truck
GVW within the specification will result in a better
ride and will extend the service life of the truck main
frame and suspensions.
4. Jacks and/or overhead crane
Proper charging of suspensions requires three basic

conditions be established in the following order:
1. The oil level must be correct.
2. The suspension piston rod extension for nitrogen charging must be correct, and this dimension maintained during nitrogen charging.
a. EC6027 Oil Charging Kit (Figure 4-5)

b. EC3331Nitrogen Charging Kit (Figure 4-6)
2. Jacks and/or overhead crane
3. Two oiling spacers: height - 95 mm (3.7 in.)
5. Spacers (two) for oiling height; 95 mm (3.7 in.)
6. Oil - Refer to Tables 1 & 2
7. Dry nitrogen - Refer to Table 3
All 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 servicing
and charging.
3. Nitrogen charging pressure must be correct.

For best results, suspensions must be charged in
pairs (fronts together and rears together).
NOTE: Setup dimensions specified in the charts
must be maintained during oiling and charging
procedures. However, after the truck has been
operated, these dimensions will change.
It is extremely important to properly maintain oil

and nitrogen levels on the suspension cylinders.
The oil is not only used to provide dampening,
but also to lubricate internal parts. If an oil leak is
present, it must be repaired, immediately. Excess
nitrogen charging will not compensate for an oil
leak. The lack of oil will cause excess friction in
the cylinder leading to suspension cylinder failure.
H04020 03/11
H4-3
TABLE 1. OIL SPECIFICATIONS

Ambient Temperature
Range
Part Number
AK4063
AK4064
-34.5C & above

(-30F & above)
19 l (5 gal) container
Komatsu Suspension Oil

(mixed with 6% Friction Modifier)
See Vendor
Shell Koma-Hydro MV (HO-MVK)
See Vendor
Shell Tellus T32
See Vendor
Shell Tellus 46
See Vendor
Castrol Hyspin AWS 46
AK4065
AK4066
-48.5C & above
(-55F & above)
Description
Komatsu Low Temperature

Suspension Oil
(mixed with 6% Friction Modifier)
See Vendor
Mobil EJ44/13AAC
See Vendor
Shell White Parrot SL 5W-30
See Vendor
Castrol ECWO 5W-30
NOTE: DO NOT mix arctic oils with higher temperature oils. Oils with varying temperature ranges are not
compatible in the same suspension.
DO NOT add friction modifier to suspension oils. Komatsu branded oils are the only oils that are to be used with
friction modifier. Komatsu oils contain the correct concentration of friction modifier and do not require further mixing.
TABLE 2. NITROGEN GAS (N2) SPECIFICATIONS
Nitrogen gas must meet or exceed CGA specification G-10.1 for Type 1, Grade F Nitrogen Gas
H4-4
Property
Value
Nitrogen
99.9% Minimum
Water
32 ppm Maximum
Dew Point
-55C (-68F) Maximum
Oxygen
0.1% Maximum
03/11 H04020
FRONT SUSPENSION
Front Suspension Oiling
1. Park the unloaded truck on a hard, level surface. Apply the parking brake, and chock the
wheels.
2. Verify that the bottom of each cylinder cover is
within the range designated by the arrows
(Figure 4-1) signifying correct nitrogen charge.
3. If each suspension is within the area indicated
by the arrows, no service is necessary for the
front suspensions. See the note below for
guidelines. If a suspension is not within the area
indicated by the arrows, the front suspensions
must be serviced.
Lifting equipment (crane or hydraulic jacks) must

be capable of lifting the weight of the truck.
Ensure that all personnel are clear of the lift area
before the lift is started.
NOTE: The oil level must be checked:

Before charging or adding nitrogen.
When there are signs of oil leakage.
After rebuild/repair and
installed on the truck
the
suspension
FIGURE 4-1. FRONT SUSPENSION HEIGHT
is
A common mistake when adjusting the oiling

height is the failure to recognize and/or properly
react to oil that contains trapped nitrogen or
"foamy oil". Oil, such as this, is common when
the truck has recently been operating and the
suspension oil and gas havent been allowed to
settle and separate. This condition needs to be
handled properly to ensure that the suspension
receives the proper amount of oil. Failure to do
so may cause a low oil level resulting in premature component wear. Premature bearing and
seal wear can, in many cases, be attributed to
this occurrence.
If the truck has been operating, allow three to
four hours for the oil and nitrogen gas to separate. An alternative is to purge the foamy oil and
replace with new oil. The wrong oiling height will
be observed if the oil level is checked/adjusted
with foamy oil or with air bubbles present.
Oil Quantity (approximate): 62.4 Liters (16.5 Gallons)
NOTE: DO NOT fill the suspension cylinder with oil

based on quantity alone. Oil quantities are given as
reference, only. Fill/adjust the oil level in the front
suspension to the oiling height listed in Figure 4-3.
H04020 03/11
H4-5
1. Park the unloaded truck on a hard, level surface. Apply the parking brake, and block the
wheels.
2. Remove the outside suspension covers and
thoroughly clean the area around charging
valves (3, Figure 4-2).
3. Place a hydraulic jack (1, Figure 4-3) under the
main frame, and raise the jack until it contacts
the frame. The jack must be rated for a minimum of 50 tons.
4. While wearing a face mask or goggles, discharge the nitrogen pressure from the suspension by loosening pressure sensor valve
assembly (2, Figure 4-4) one revolution. DO
NOT exceed one revolution. Nitrogen pressure
cannot be released by loosening the pressure
sensor, itself. The schrader valve in the valve
assembly (2) will prevent nitrogen from being
released.
FIGURE 4-2. VALVE AND SENSOR LOCATION

1. Air Bleed Valve
2. Pressure Sensor
3. Charging Valve
Releasing the nitrogen gas from the valve core of

charging valve (3, Figure 4-2) will damage the
valve core. Release the gas by loosening air
bleed valve (1) or sensor valve assembly (2,
Figure 4-4).
Loosening the pressure sensor valve assembly

more than three revolutions may result in the
component being forced out of the suspension
by the gas pressure inside. This can cause serious bodily injury. DO NOT exceed one revolution.
Wear a face mask or goggles while relieving
nitrogen pressure.
NOTE: If oil is discharged with the gas, tighten the
pressure sensor valve assembly slightly so only the
gas will be discharged. If this is not possible, the
foamy oil will need to be purged from the suspension
during oiling, prior to charging.
H4-6
FIGURE 4-3. OIL HEIGHT

1. Jack (50 ton min.)
2. Frame
A: 97 3 mm
(3.8 0.12 in.)
03/11 H04020
5. Adjust the hydraulic jack (1, Figure 4-3) so that

dimension "A" of the cylinder is 97 3 mm (3.8
0.12 in.).
6. After all nitrogen pressure has been relieved,
tighten valve assembly (2, Figure 4-4).
FIGURE 4-4. PRESSURE SENSOR

1. Schrader Valve
2. Valve Assembly
3. Sensor
FIGURE 4-5. OIL CHARGING KIT (EC6027)
7. Remove charging valve (5, Figure 4-5), and

install fitting (4).
1. Hose
2. Connector
3. Adapter
4. Fitting
5. Charging Valve
6. Pressure Sensor
7. Air Bleed Valve
8. Air Bleed Hole
9. Oil Pump Lever
10. Oil Pump
8. Install adapter (3) to fitting (4), then connect the

hose and oil pump.
NOTE: Pressure sensor (6) must be installed, and air
bleed valve (7) must be loose to ensure there are no
air pockets inside the suspension.
9. Loosen air bleed valve (7), then pump oil into
the cylinder until no air bubbles or foamy oil is
discharged from air bleed valve hole (8).
Use caution when tightening the valves and fittings on the suspensions. DO NOT overtighten.
Overtightening can damage the fittings or the
suspension housing resulting in gas and oil
leaks. Tighten to the specified torque.
10. When no more air bubbles or foamy oil is discharged, tighten air bleed valve (7) to 44 5
Nm (33 3 lb ft).
11. Remove pressure sensor valve assembly (6),
then operate the oil pump until no air bubbles or
foamy oil is discharged from the plug hole.
12. After all air and/or foamy oil is discharged,
install and tighten the pressure sensor valve
assembly to 44 5 Nm (33 3 lb ft).
13. After filling with oil, remove the oil pump and fittings, then install charging valve (5) and tighten
the valve to 44 5 Nm (33 3 lb ft).
H04020 03/11
H4-7
Front Suspension Nitrogen Charging
Dry nitrogen is the only gas approved for use in

the suspensions. Charging the suspensions with
oxygen or other gases may result in an explosion
which could cause serious injuries, fatalities,
and/or major property damage. Refer to Nitrogen
Gas Specifications at the beginning of this chapter.
6. When the left and right cylinders reach the

specified length as shown in Figure 4-7, close
valve (4, Figure 4-6) to stop the flow of nitrogen
gas. Turn the handle of regulator (11) counterclockwise to close the valve.
1. Remove the caps from charging valves (3,

Figure 4-2).
NOTE: Before installing regulator (11, Figure 4-6),

blow out the cylinder connector with nitrogen gas,
965 kPa (140 psi) or more, to clean out all dirt or
dust. Dirt or dust in the system can cause
suspension failures.
2. Connect the regulator to the nitrogen cylinder.
Open the valve on the gas cylinder, and check
the pressure on regulator gauge (1).
NOTE: The internal pressure of the gas cylinder must

be substantially higher than the suspension charging
pressure (refer to the chart in Figure 4-7).
3. Install the nitrogen charging kit to the suspensions, as shown in Figure 4-6.
4. Slowly turn the handle of regulator (11) clockwise. Adjust the pressure, shown on gauge (2),
to the required charging pressure (refer to the
chart in Figure 4-7). Then, open valves (3 & 4,
Figure 4-6) to fill the suspension cylinders with
nitrogen gas.
5. Fill the left and right cylinders at the same time.
Verify the required charging pressure on gauge
(10) by closing valve (4).
FIGURE 4-6. NITROGEN CHARGING KIT

(EC3331)
1. Nitrogen Cylinder Gauge
2. Charging System Gauge
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Connection Valve w/EC2253 Adapter Installed
6. Valve "T" Handle
7. Pressure Sensor/Schrader Valve
8. Air Bleed Valve
9. Manifold
10. Charging Pressure Gauge (Suspensions)
11. Regulator Valve (Nitrogen Pressure)
12. Dry Nitrogen Gas
(see Nitrogen Gas Specifications at the beginning of this chapter)
NOTE: Parts may vary from the illustration above
depending on the charging kit part number.
H4-8
03/11 H04020
7. Turn handle (6) on valve adapter (5) fully counterclockwise to close the charging valve. Then,
remove the charging equipment, the hydraulic
jack, and install the suspension covers.
8. Use soapy water to check the charging valve,
the air bleed valve and the pressure sensor fittings for leaks. Repair as necessary.
9. Install the caps and O-rings onto charging
valves (3, Figure 4-2).
DIMENSION
CHARGING
HEIGHT
CHARGING
PRESSURE
FRONT "A"
287 10 mm (11.3
0.4 in.)
2903 kPa
(421 psi)
Dimension "A" is measured from the top of the cover

to the top of the suspension cylinder plate. DO NOT
include the capscrews in the measurement. The
removal of an access panel on the top cover is
required.
NOTE: Setup dimensions specified in the charts

must be maintained during oiling and charging procedures. However, after the truck has been operated,
these dimensions may vary. After charging the suspensions, operate the empty truck over a short
course and then park the truck on a level surface.
Record the dimensions again and save for periodic
reference.
H04020 03/11
H4-9
REAR SUSPENSION
Rear Suspension Oiling
GENERAL INFORMATION
If the rear suspension is being filled with oil while
installed on the truck, the angle in which the rear suspension is positioned coupled with the location of the
charging valve port results in a significantly large volume of air being trapped inside the suspension. This
has the effect of lowering the oiling height since the
rear suspension can not be filled with the correct
amount of oil. To compensate for this, all rear suspensions being filled with oil while installed on the
truck must use the "Installed On Truck" oiling heights
listed in Table 3.
When the suspension is in a vertical position while off
the truck, the oiling height will be different. All rear
suspensions being filled with oil while off the truck
should use the "On Bench" oiling heights listed in
Table 4.
NOTE: Refer to Table 3 for the approximate block
height. The oiling height of the cylinder must always
be determined by using Dimensions A or C, only.
The final charging height in Table 3 is for suspensions at normal operating temperature and must not
be exceeded. After charging a cold suspension,
operate the truck for several hours and check/adjust
the charging height at normal operating temperature.
If the suspensions are not checked/adjusted at normal operating temperature, the suspension height
may be incorrect, possibly causing excessive driveline angles that could result in damage to powertrain
components.
1. Check whether dimension "A" (Figure 4-11) on

each suspension cylinder is within the specified
value listed in Table 3. If dimension A is within
specifications, no service is necessary for the
rear suspensions. If a suspension is not within
the area indicated by the arrows, the front suspensions must be serviced. Continue with this
procedure.
NOTE: The oil level must be checked;
Before charging or adding nitrogen.
When there are signs of oil leakage.
After repair/rebuilds.
A common mistake when adjusting the oil level is

the failure to recognize and/or properly react to
oil that contains trapped nitrogen or "foamy oil".
Oil, such as this, is common when the truck has
recently been operating and the suspension oil
and gas havent been allowed to settle and separate. This condition must be handled properly to
ensure that the suspension receives the proper
amount of oil. Failure to do so may cause a low
oil level resulting in premature component wear.
Premature bearing and seal wear can, in many
cases, be attributed to this occurrence.
If the truck has been operating, allow time for the
oil and nitrogen gas to separate. This may take
several hours. An alternative action is to purge
the foamy oil from the cylinder during oiling.
Oil Quantity (approx.): . . . 36.3 Liters (9.6 Gallons)

NOTE: DO NOT fill a suspension cylinder with oil
based on quantity alone. Oil quantities are given as
reference, only. Always fill/adjust the oil level in the
suspension cylinders based on the oiling height
dimensions given in Table 3.
H4-10
03/11 H04020
All 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 servicing
and charging.
1. Park the truck on a flat level surface. Apply the

parking brake, and chock the wheels.
2. Clean the area around charging valves (5,
Figure 4-9).
3. Position the oiling spacer between the stopper
and pad (1, Figure 4-8) on the axle housing (if
servicing while on the truck). Dimension "A",
Figure 4-11, must be equal to the proper dimension listed in Table 3.
NOTE: The proper oiling block dimension is listed in
Table 3.
FIGURE 4-9. OIL CHARGING KIT (EC6027)
1. Hose
2. Connector
3. Adapter
4. Fitting
5. Charging Valve
6. Pressure Sensor
7. Oil Pump
FIGURE 4-10. PRESSURE SENSOR/VALVE ASSY.
FIGURE 4-8. OILING BLOCK INSTALLATION

1. Pad
H04020 03/11
1. Schrader Valve
2. Valve Assembly
3. Pressure Sensor
2. Cylinder
H4-11
Dimension "A" is measured from the face of the

retainer plate to the bottom flat surface of the cylinder rod. Do not measure from the cap screws or
capscrew heads.
Dimension "B" is measured from the top of the
housing surface to the mating face for the flange.
Dimension "C" is measured from the center line
of the top pin to the center line of the bottom pin.

1. Housing
2. Retainer
TABLE 3. REAR SUSPENSION OILING & CHARGING DIMENSIONS

Housing Length (Dimension B)
510 mm (20.0 in.)

Installed On Truck
221 3 mm (8.7 0.1 in.)
On Bench
154 3 mm (6.1 0.1in.)
Installed On Truck
1148 3 mm (45.2 0.1 in.)
On Bench
1081 3 mm (42.6 0.1 in.)
Dimension A
234 10 mm (9.2 0.4 in.)
Dimension C
1161 10 mm (45.7 0.4 in.)
Oiling Height (Dimension A)
Oiling Height (Dimension C)
Final Charge Height

(At Operating Temperature)
Approximate Oiling Spacer Height
H4-12
95 mm (3.7 in.)
03/11 H04020
4. Disconnect the pressure sensor harness connectors and remove the clamps securing the
harnesses.
6. After all nitrogen pressure has been relieved,

remove the pressure sensor/valve assembly.
7. Remove charging valve (5, Figure 4-9), and
install fitting (4).
8. Install adapter (3) to fitting (4). Connect the
hose and the oil pump.
Releasing the nitrogen gas from the valve core of

charging valve (5, Figure 4-9) will damage the
valve core. Therefore, remove the gas by loosening pressure sensor/valve assembly (6) one revolution.
Loosening the pressure sensor/valve assembly

more than three revolutions may result in the
component being forced out of the suspension
by the gas pressure inside. DO NOT exceed one
revolution.
NOTE: If oil is discharged with the gas, tighten the

valve slightly so only the gas will be discharged. If
this is not possible, the foamy oil will need to be
purged from the suspension during the oiling
procedure, prior to charging.
9. Operate the pump until clear oil (containing no

air bubbles or foam) is discharged from the plug
hole.
10. After all air and foamy oil is discharged, install
the pressure sensor valve assembly.
Use caution when tightening the valves and fittings on the suspensions. DO NOT overtighten.
Overtightening can damage the fittings or the
suspension housing resulting in gas and oil
leaks. Tighten to the specified torque.
11. Tighten the pressure sensor valve assembly to

44 5 Nm (33 3 lb ft).
12. After the completion of oiling, remove the oil
pump, and install charging valve (5). Tighten to
44 5 Nm (33 3 lb ft).
Verify that all personnel are out of the area and

the support blocks are secure before releasing
the nitrogen. Use a face mask or goggles when
releasing the nitrogen.
5. While wearing a face mask or goggles, discharge the nitrogen pressure from the suspension by loosening pressure sensor/valve
assembly (2, Figure 4-10) one revolution. DO
NOT loosen more than one revolution.
H04020 03/11
H4-13
Rear Suspension Nitrogen Charging
Dry nitrogen is the only gas approved for use in

suspensions. Charging of these components
with oxygen or other gases may result in an
explosion which could cause serious injuries,
fatalities and/or major property damage. Refer to
Table 2 for specific guidelines for nitrogen.
1. Remove the cap from each charging valve (5,
Figure 4-9). Fill the left and right cylinders
simultaneously.

specified length, as shown in Figure 4-11
(Table 3), close valves (3 & 4, Figure 4-6) to
stop the flow of nitrogen gas. Turn the handle
on regulator (11) counterclockwise to close the
valve.
7. Turn handle (6) on valve adapter (5) counterclockwise to close the charging valve. After the
valve is completely closed, remove the charging
equipment.
8. Use soapy water to check the charging valve
and pressure sensor joints for leaks. Repair as
necessary.
9. Install the caps and O-rings onto the charging
valves.
NOTE: Before installing regulator (11, Figure 4-6),

blow out the connector with nitrogen gas at 965 kPa
(140 psi) or more, to clean out all dirt or dust. (Dirt or
dust in the system causes failures.)
2. Open the valve on the gas cylinder, and check
the pressure at regulator gauge (1).
NOTE: Internal pressure of the gas cylinder must be
substantially higher than the suspension charging
pressure, 1882 kPa (273 psi).
3. Slowly turn the handle of regulator (11,
Figure 4-6) clockwise, and adjust the pressure
at gauge (2) to the required charging pressure,
1882 kPa (273 psi). Open valves (3 & 4) to fill
the suspension cylinders with nitrogen gas.
4. Verify the required charging pressure is present
at gauge (10).
specified length, as shown in Figure 4-11, close
valve (4) to stop the flow of nitrogen gas. Turn
the handle of regulator (11) counterclockwise to
close off nitrogen flow.
FRONT AND REAR CYLINDER

LENGTH ADJUSTMENT
NOTE: Adjust the installed length of the cylinder with
the truck on level ground and the body empty.
Depending on the ambient temperature, the gas

in the suspension may expand or contract
changing the length of the cylinder. In locations
where there are wide differences in temperature
throughout the year, inspect the suspension
height periodically and adjust to keep the length
within the specified range shown in Figure 4-7
and Figure 4-11.
1. To reduce the sliding resistance of the cylinder,
drive the truck forward approximately 15 m (50
ft) and stop suddenly, then drive in reverse to
the original position and stop suddenly, again.
Repeat this cycle three to four times. Finally,
allow the truck to stop slowly without depressing
the brake. Then measure the installed length.
H4-14
03/11 H04020
2. If the result of the check shows that the length is

too long, release nitrogen gas to adjust the
length. Loosen the pressure sensor/valve
assembly no more than one revolution to
release the nitrogen gas. When doing this,
release only a small amount of gas. The cylinder should not move. If too much nitrogen gas is
released and the cylinder moves, the installed
length may be below the specified length. The
cylinders will need to be charged to the correct
dimension.
DO NOT release nitrogen pressure by depressing

the tip of the valve core. Damage to the valve
core may result.
H04020 03/11
3. After releasing nitrogen gas and adjusting the

length, repeat Step 1 and 2 to check the
installed length again.
4. Finally, check that there is no leakage of gas
from the valve core, pressure sensor/valve
assembly, and piston rod gland.
Use soapy water to check for leakage of gas. If
there is any leakage of gas from the valve core,
replace the valve core.
5. The rear suspensions are now ready for operation. Visually check piston rod extensions both
with truck loaded and empty. Record extension
dimensions. 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.
H4-15
NOTES
H4-16
03/11 H04020
SECTION J
BRAKE SYSTEM
INDEX
BRAKE SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
FRONT WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
REAR WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
J01040
Index
J1-1
NOTES
J1-2
Index
J01040
SECTION J2
BRAKE SYSTEM OPERATION
INDEX
BRAKE SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
SERVICE BRAKE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
BRAKE SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
BRAKE MANIFOLD CARTRIDGE VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
SERVICE BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
RETARDING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
AUTO APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
AUXILIARY BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
AUTOMATIC SPIN REGULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
BRAKE COOLING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
BRAKE COOLING VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
COLD OIL DIVERTER VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
J02040
Brake System
J2-1
NOTES
J2-2
Brake System
J02040
BRAKE SYSTEM OPERATION

DESCRIPTION
The truck is equipped with a hydraulically actuated,
wet disc service brake system. A three caliper, disctype parking brake is located on the input side of the
rear axle housing.
NOTE: The parking brake is intended to hold the
truck stationary after it has completely stopped. It is
not to be used as an active brake.
High pressure oil is provided by steering pump (3,
Figure 2-1) and is used to charge the two brake
accumulators and apply the brakes.
Front brake disc cooling oil is provided by brake cooling pump (2), a double gear pump driven by the
Power Take Off (PTO). The rear brakes receive additional cooling from unused oil in the hoist circuit.
Outlined below are the functions Komatsu feels are

necessary for safe truck operation and have incorporated into the brake system:
A robust service brake system with good
operator control and a short stopping distance.
Immediate warnings for the operator giving
notification of serious loss of brake pressure.
This enables the operator to stop the truck before
the secondary system is exhausted of power.
Provide secondary brake circuits so that any
single brake system malfunction ensures the
truck has sufficient stopping power.
Automatic-apply function to apply the service
brakes when low pressure warnings are ignored
and pressures continue to decrease.
A brake lock to relieve the operator from holding
the brake pedal while at the dump or shovel.
A spring applied parking brake for holding the
truck during periods other than loading or
dumping. The parking brake remains effective
when the engine is stopped and hydraulic system
oil pressure is unavailable.
A brake system that is easy to diagnose and
service.
This brake system provides five independent means

of brake actuation on the truck:
Service brakes
Retarding
FIGURE 2-1. PUMP IDENTIFICATION
1. Transmission
Brake lock
3. Steering Pump
4. PTO
Auxiliary brake
Parking Brake
The brake system consists of several major components: the foot-operated, brake treadle valve, hydraulically operated relay valves, a brake manifold and a
Retard and Control Monitor (RCM) with retard lever.
The brake treadle valve, RCM and retard lever are all
located in the cab. The remainder of the control system, including the relay valves, brake manifold and
accumulators is located in the weatherproof hydraulic
cabinet. The cabinet is located next to the cab on the
center deck, and is easily accessible for brake system diagnosis and service.
J02040
This chapter discusses each type of brake actuation

as well as the automatic spin regulator (ASR) function.
Refer to the brake system schematic located in Section R for a diagram of the entire system.
Brake System
J2-3
SERVICE BRAKE OPERATION

This portion of the system provides the operator with
the precise control that is necessary to modulate
(feather) brake pressure to slowly stop the truck or
develop full brake effort to stop as quickly as
possible. The heart of the service brake circuit is the
foot-operated, dual circuit brake valve located in the
cab. This valve enables the operator to control the
high pressure energy within the brake accumulators
and direct it to the brakes.
There are two valves in the dual circuit brake valve.
One supplies pressure to a single relay valve to
provide apply pressure for the front brakes. The other
supplies pressure to a dual relay valve to provide
apply pressure for the rear brakes. Both relay valves
are located in the hydraulic cabinet.
NOTE: For information on the differences between a
single relay valve and a dual relay valve, refer to
Brake System Components later in this chapter.
As the brake pedal is depressed, each valve within
the dual circuit brake valve simultaneously delivers
hydraulic oil from its respective accumulator to the
relay valves. The relay valves then deliver hydraulic
oil to the wheel brakes at a pressure that is
proportional to both pedal position and the force
being applied to the pedal. The further the pedal is
depressed, the higher the brake force, giving the
operator a very positive feel of control.
Depressing the brake pedal also actuates several
pressure switches. The pressure switches provide
information to the RCM for diagnostics and control of
the exterior brake lights.
SECONDARY BRAKING AND

AUTOMATIC APPLY
A fundamental function of the secondary brake system is to provide reserve braking in the event of any
single failure. For this reason, the system is divided
into multiple circuits, each with its own isolation
check valve, accumulator and circuit regulator. The
secondary system becomes whatever circuit(s) is
operable after a failure. If the failure is a jammed
treadle valve, the brake lock or the auxiliary brake
becomes the secondary system.
The brake accumulators perform two functions. They
provide rapid flow for good response and store
energy for secondary braking. Check valves ensure
this energy is retained should a failure occur in the
brake system supply or an accumulator circuit.
If a failure occurs in the steering pump or either brake
accumulator circuit, a low brake pressure warning
light on the Electronic Display Panel (EDP) will illuminate and the central warning lamp will illuminate. The
vehicle must then be stopped as soon as practical.
When the pressure in one accumulator circuit is
lower than the preset level, each service brake will
be automatically applied. Automatic brake application is actuated by the automatic apply valve (20,
Figure 2-4), located in the brake manifold. This valve
senses the lower of the two brake accumulator pressures. When the lower pressure falls below 11 376
kPa (1650 psi), the valve shifts sending pressurized
oil to hydraulically operate the brake treadle valve.
Oil then flows from the brake treadle valve to the
front and rear relay valves to actuate all four service
brakes.
Regardless of the nature or location of a failure,
sensing the lower brake accumulator pressure
ensures two to four brake applications after the low
brake warning illuminates and before automatic
apply is activated. This allows the operator the
opportunity to safely stop the truck after the warning
has turned on.
J2-4
Brake System
J02040
FIGURE 2-2. HYDRAULIC CABINET PIPING

1. Rear Brake Accumulator
2. Front Brake Accumulator
3. PPC Supply Cut Solenoid Valve
4. Rear PPC Manifold
5. Front Brake PPC Valve

6. Front Brake Relay Valve
7. Rear Retarding Relay Valve
8. Distribution Manifold
9. Rear Brake Relay Valve

10. Hoist Pilot Manifold
12. Brake Manifold
NOTE: Hoist pilot manifold (10) and hoist pilot valve (11) are part of the hoist circuit and are not
discussed in this section. Refer to Section L for information on these components.
J02040
Brake System
J2-5
BRAKE SYSTEM COMPONENTS

Accumulators
Rear PPC Manifold
The two accumulators (1 & 2, Figure 2-2) have two

functions: storing energy for reserve braking in the
event of a failure, and providing rapid oil flow for
good brake response. Rear brake accumulator (1)
supplies oil flow and pressure for the rear brake circuit. Front brake accumulator (2) supplies oil flow
and pressure for the front brake circuit as well as the
retarding circuit. If supply pressure is lost during truck
operation, both accumulators will be used to bring
the truck to a stop.
Rear PPC manifold (4) is equipped with two PPC

valves. The valves are used to hydraulically control
the rear retarding relay valve when either retarding or
ASR control is required. One PPC valve supplies the
hydraulic signal to control the left rear brake spool of
the rear retarding relay valve. The other PPC valve
supplies the right rear brake spool of the rear retarding relay valve.
PPC Supply Cut Solenoid Valve

PPC supply cut solenoid (3) is electrically controlled
by the RCM. Normally, the RCM energizes the solenoid to remove supply oil from the proportional pressure control (PPC) valves. When the RCM detects
retarding or automatic spin regulator (ASR) demand,
power to the solenoid is cut. The spring inside the
solenoid valve shifts the spool and allows oil to flow
to the PPC valves for retarding or ASR.
Front PPC Valve

Front PPC valve (5) directs oil flow to the front relay
valve to actuate the front brakes for retarding.
When demand for retarding is detected, the PPC
supply cut solenoid valve is de-energized, allowing
supply oil from the brake manifold to flow to the front
PPC valve. At the same time, the RCM sends an
electrical signal to the front PPC valve to actuate the
solenoid. The solenoid actuates the spool and allows
oil to flow to the front relay valve to actuate the front
brakes. The RCM regulates the PPC valve outlet
pressure by varying the electrical current it supplies.
When a demand for retarding or ASR control is

detected, the PPC supply cut solenoid valve is deenergized, allowing pressurized oil from the front
accumulator portion of the brake manifold to be supplied to the PPC manifold. At the same time, the
RCM sends an electrical signal to the solenoid of
each PPC valve in the rear PPC manifold. The electrical signal energizes the solenoids causing both
valve spools to shift sending a hydraulic pressure
signal to the rear retarding relay valve to individually
control the left and right rear brakes. The RCM regulates the PPC valve outlet pressure by varying the
electrical current it supplies.
The PPC manifold is also used for the ASR function,
however only one solenoid at a time will be energized. Refer to Automatic Spin Regulator in this
Rear Retarding Relay Valve

Rear retarding relay valve (7) controls oil flow to the
rear brakes for retarding actuation. The rear retarding relay valve is a dual circuit valve providing a separate oil path for both the right rear brake and the left
rear brake.
When a demand for retarding is detected by the
RCM, the RCM independently actuates and controls
the left and the right PPC valve in the rear PPC manifold. Each PPC valve supplies a pilot signal to independently control one of the circuits of the rear
retarding relay valve, allowing the left rear and right
rear brakes to be individually controlled.
The retarding relay valve is also used for the ASR
function, however only one circuit at a time will be
energized. Refer to Automatic Spin Regulator in this
J2-6
Brake System
J02040
Front Brake Relay Valve

Front brake relay valve (6) is a single circuit valve
that controls oil flow to the front brakes for brake or
retarding actuation. The source for the oil is the front
accumulator portion of the brake manifold. The oil is
directed to the front brakes in proportion to the pilot
oil signal. The pilot signal can come from either the
brake treadle valve for service brake application or
from the front PPC valve for retarding.
Rear Brake Relay Valve

Rear brake relay valve (9) controls oil flow to the rear
brakes for actuation. When the brake treadle valve is
actuated, oil flows through the treadle valve to the
rear brake relay valve for rear service brake application. The relay valve is a dual circuit valve providing a
separate oil path to both the right rear brake and the
left rear brake. The front brake relay valve controls oil
flow for application of the front brakes.
Distribution Manifold
Distribution manifold (8) provides a central location
for high pressure oil to be distributed to the brakes.
The manifold also provides a convenient location for
installation of the various brake apply pressure
switches and test ports for testing apply pressure.
Refer to Figure 2-3 for identification of the switches
and diagnostic ports.
Each switch in the manifold is a normally open
switch. When pressure in the circuit rises to 517 48
kPa (75 7 psi), the contacts close creating a path
from the RCM to ground. The switches are used by
the RCM to illuminate the brake and retarder lights
and are also used to detect malfunctions in the brake
circuit.
J02040
FIGURE 2-3. DISTRIBUTION MANIFOLD

1. Rear Retard Right
Diagnostic Port
2. Rear Retard Left
Diagnostic Port
3. Front Brake Diagnostic Port
4. Rear Brake Left
Diagnostic Port
5. Rear Brake Right
Diagnostic Port
6. Rear Brake Right

Pressure Switch
7. Rear Brake Left
Pressure Switch
8. Front Brake Pressure Switch
9. Rear Retard Left
Pressure Switch
10. Rear Retard Right
Pressure Switch
Brake Manifold
Brake manifold (12) is the heart of the brake system.
The manifold is connected to supply oil provided by
the steering pump, and also provides a drain source
back to the hydraulic tank. The cartridges and solenoids that screw into the manifold provide a means of
directing oil flow for various braking demands and
scenarios. The brake accumulators are mounted
directly to the brake manifold, as well.
Brake System
J2-7
BRAKE MANIFOLD CARTRIDGE VALVES

Front Accumulator Check Valve (CV1)
Shuttle Valve (LS1)
Front accumulator check valve (24, Figure 2-4) isolates the front brake accumulator circuit and retarder
circuits and prevents backflow to the steering pump.
Shuttle valve (1) directs the flow of pressurized oil to

the auto apply circuit. The shuttle valve allows the
flow of oil from the brake accumulator with the higher
pressure to be supplied to the auto apply circuit. At
the same time, the valve blocks the flow of oil from
the brake accumulator with the lower pressure.
Needle Valve (NV1)

Needle valve (22) allows the front brake accumulator
to be drained to tank when opened. With the valve
closed, the accumulator is able to be charged with
steering pump oil.
Open both needle valves before removing brake

system hoses, fittings, valves or other components. Opening the valves vents high pressure
oil back to the hydraulic tank. Failure to open the
needle valves before system maintenance may
result in serious injury.
Shuttle Valve (HS)

Shuttle valve (2) directs flow from the brake accumulator with the lower pressure to low brake accumulator pressure switch (3) and the pilot portion of auto
apply valve (20). The brake accumulator with the
higher pressure shifts the shuttle valve spool creating
the oil paths for the accumulator with the lower pressure. Using the lower pressure allows the warning
circuit to alert the operator sooner. The lower pressure also allows the auto apply circuit to apply the
brakes sooner.
Low Brake Accumulator Pressure Switch (LAP2)

Rear Accumulator Check Valve (CV2)
Rear accumulator check valve (26) isolates the rear
brake accumulator circuit and prevents backflow to
the steering pump.
Needle Valve (NV2)

Needle valve (19) allows the rear brake accumulator
to be drained to tank when opened. With the valve
closed, the accumulator is able to be charged with
steering pump oil.
Open both needle valves before removing brake

system hoses, fittings, valves or other components. Opening the valves vents high pressure
oil back to the hydraulic tank. Failure to open the
needle valves before system maintenance may
result in serious injury.
J2-8
Low brake accumulator pressure switch (3) is a normally open switch. When accumulator pressure rises
above 12 755 359 kPa (1850 52 psi) the switch
contacts will close. If brake system pressure falls
below the preset value, the switch contacts will open
and the brake oil pressure indicator on the EDP
alerts the operator that a problem exists. Normal
operating pressure in the brake system is 18 961 kPa
(2750 psi).
Auto Apply Valve (PS1)

During normal truck operation, 18 961 kPa (2750 psi)
pilot oil shifts auto apply valve (20) and connects the
auto apply circuit to tank. If pressure supplied from
either the front or rear accumulator falls below 11 376
kPa (1650 psi), spring pressure in the auto apply
valve shifts allowing pressurized oil from shuttle
valve (1) into the auto apply circuit. Oil flow though
the auto apply circuit automatically actuates the treadle valve to apply the service brakes without the aid
of the operator.
Brake System
J02040
FIGURE 2-4. BRAKE MANIFOLD COMPONENTS

1. Shuttle Valve (LS1)
2. Shuttle Valve (HS)
3. Low Accumulator Pressure Switch (LAP2)
4. Parking Brake Pressure Switch (PK3)
5. Drain To Tank (T2)
6. Supply For Rear Retard (AF3)
7. Supply For Brake Lock (PP3)
8. Brake Lock Pressure Reducing Valve
9. Drain to Tank (T3)
10. Main Supply From Steering Pump (SP1)
11. Parking Brake Check Valve (CV3)
12. Brake Lock Solenoid Valve (SV1)
13. Outlet to Tank (T1)
J02040
14. Auto Apply Pressure Switch

15. System Supply (AF1)
16. Parking Brake Solenoid Valve (SV2)
17. Outlet To Parking Brake (PK2)
18. Outlet For Auto Apply (AA)
19. Needle Valve (NV2)
20. Auto Apply Valve (PS1)
21. System Supply (AR1)
22. Needle Valve (NV1)
23. Auxiliary Brake Solenoid Valve (SV3)
24. Front Accumulator Check Valve (CV1)
25. Supply Pressure Diagnostic Port
26. Rear Accumulator Check Valve (CV2)
Brake System
J2-9
Auxiliary Brake Solenoid Valve (SV3)
Parking Brake Solenoid Valve (SV2)
Auxiliary brake solenoid valve (23) is energized by

the auxiliary brake switch in the cab. When the solenoid is energized, the spool shifts and vents auto
apply pilot pressure to tank. This allows the spring
pressure in the auto apply valve to activate the auto
apply circuit.
Parking brake solenoid valve (16) is de-energized by

the RCM when the RCM detects a parking brake
apply signal from the switch in the cab. When the
solenoid is de-energized, oil in the parking brake circuit is drained to tank and allows the spring applied
parking brake to hold the truck stationary.
Brake Lock Pressure Reducing Valve
When the parking brake switch is turned OFF, the

solenoid is energized by the RCM. This causes the
spool to shift and allows 18 961 kPa (2750 psi) supply oil to flow to the parking brake to release the
spring tension holding the parking brake.
Brake lock pressure reducing valve (8) reduces pressure going to the brake lock circuit to 14 479 kPa
(2100 psi).
Parking Brake Pressure Switch

Brake Lock Solenoid Valve (SV1)
Brake lock solenoid valve (12) is energized by the
RCM when the RCM detects a brake lock signal from
the switch in the cab. When the solenoid is energized, the spool shifts and allows supply oil to flow to
the rear brake relay valve for rear brake actuation.
Oil through the solenoid valve is limited to 14 479
kPa (2100 psi) by pressure reducing valve (8).
Parking Brake Check Valve (CV3)

Parking brake check valve (11) isolates the parking
brake circuit and prevents backflow to the rest of the
system.
J2-10
Parking brake pressure switch (4) is a normally open

switch. When pressure in the parking brake circuit
rises above 8618 276 kPa (1250 40 psi), the
switch contacts close. When the parking brake
switch is turned OFF, hydraulic pressure is supplied
to the parking brake circuit. The pressure in the parking brake circuit increases, releases the parking
brake and closes the contacts in the switch.
When the switch is turned ON, hydraulic pressure in
the parking brake circuit is vented to tank. When the
pressure in the parking brake circuit falls below 8618
276 kPa (1250 40 psi), the parking brake applies
and the switch contacts open. The RCM then illuminates the parking brake indicator lamp to notify the
operator that the parking brake is applied.
Brake System
J02040
NOTES
J02040
Brake System
J2-11
SERVICE BRAKE CIRCUIT

The service brake circuit provides the operator with
the precise control needed to modulate brake pressure to slowly stop the truck or develop full brake
effort to stop as quickly as possible. The operator
controls braking effort with the dual circuit brake treadle valve, located in the cab. As the operator pushes
on the brake treadle valve, pressurized oil will be
supplied to the brakes, proportional to both pedal
position and force. The further the pedal is
depressed by the operator, the greater the braking
force will be.
There are two valves in the dual circuit brake treadle
valve. One valve provides pilot pressure to the front
brake relay valve for the control of the front brakes.
The other valve supplies pilot pressure to a dual
relay valve for control of the rear brakes.
When the operator depresses the brake pedal, the
spools within brake treadle valve (1, Figure 2-5) will
shift and create an oil path to the front and rear relay
valves.
Pressurized oil from the rear brake accumulator

enters the rear brake relay valve at port P1. When
the oil signal is received from the brake treadle valve,
the rear relay valve spools shifts and creates a path
for apply oil to pass through the relay valve. The oil
exits the valve at port B1 for the left rear brake and
port B2 for the right rear brake. The pressure of the
oil exiting the rear relay valve is proportional to the
signal oil that was received from the brake treadle
valve. After exiting the rear relay valve, the oil passes
through distribution manifold (8) and then on to the
rear brake assemblies
Depressing the brake pedal also actuates the proximity switch located in the treadle valve. This signal
tells the RCM that the operator is applying the service brakes. The RCM monitors this signal and uses
it to determine proper system operation.
Pressurized oil from the front brake accumulator

enters the brake treadle valve at port P2. When the
operator depresses the brake treadle valve, a pressurized oil signal exits the treadle valve via port B2
and enters front brake relay valve (7) at port TC2.
enters the front brake relay valve at port P. When the
oil signal is received from the brake treadle valve, the
front relay valve spools shifts and creates a path for
apply oil to pass through the relay valve and exit at
port B. The pressure of the oil exiting the front relay
valve is proportional to the signal oil that was
received from the brake treadle valve. After exiting
the front relay valve, the oil passes through distribution manifold (8), and then on to the front brake
assemblies.
enters the brake treadle valve at port P1. When the
operator depresses the brake treadle valve, a pressurized oil signal exits the treadle valve via port B1
and enters rear brake relay valve (6) at port TC2
J2-12
Brake System
J02040
FIGURE 2-5. SERVICE BRAKES APPLIED

1. Brake Treadle Valve
3. Brake Manifold
J02040
5. Steering Pump
Brake System
9. Output To Front Brakes

10. Output To Rear Right Brake
11. Output To Rear Left Brake
12. Proximity Switch
J2-13
RETARDING CIRCUIT
The retarding circuit works in a manner similar to the
service brake actuation. However, the retarding signal is generated by the position of the potentiometer
in the retard lever. The further the retard lever is
rotated downward, the higher the voltage that will be
supplied to the RCM, resulting in higher braking
force.
When retard lever (1, Figure 2-6) is applied, it sends
a variable voltage to the RCM that is based on the
position of the lever. The RCM will de-energize PPC
supply cut valve (8) to allow the supply of pressurized oil to flow to the PPC valves. De-energizing the
supply cut solenoid allows the spring inside the valve
to shift the valve spool creating a path to supply pressurized oil from the front accumulator to each PPC
valve.
The RCM then determines the strength of the electrical signal that is to be sent to front PPC valve (9),
right rear PPC valve (15), and left rear PPC valve
(16). The strength of that electrical signal is based on
the position of the retarder lever.
The electrical signal sent to the front PPC valve
causes the valve's solenoid to shift the spool an
amount that is proportional to the signal sent. This
allows a certain pressure, as calculated by the RCM,
to exit Port B and enter front brake relay valve (7) at
port TC1.
enters the front brake relay valve at port P. When the
oil signal is received from the front PPC valve, the
front relay valve spool shifts and creates a path for
apply oil to pass through the relay valve and exit at
port B. The pressure of the oil exiting the front relay
valve is proportional to the signal oil that was
received from the front PPC valve. After exiting the
front relay, the oil passes through distribution manifold (8) and then on to the front brake assemblies.
J2-14
The electrical signal sent to each rear PPC valve

causes each valve's solenoid to shift the spool an
amount that is proportional to the signal sent. This
allows a certain pressure, as calculated by the RCM,
to be supplied to rear retarding relay valve (6). Right
rear PPC valve pressure exits the rear PPC valve
manifold at port BR2 and enters rear retarding relay
valve (6) at port TC2. Left rear PPC valve pressure
exits the rear PPC valve manifold at port BL2 and
enters the rear retarding relay valve at port TC1
enters the rear retarding relay valve at port P. When
an oil signal is received from the right rear PPC
valve, the right rear spool will shift and create a path
for apply oil to pass through the relay valve and exit
at port B2. The pressure of the oil exiting port B2 of
the rear retarding relay valve is proportional to the
signal oil that was received from the right rear PPC
valve. After exiting the rear retarding relay valve, the
oil passes through distribution manifold (8) and then
on to the right rear brake assembly
When an oil signal is received from the left rear PPC
valve, the left rear spool will shift and create a path
for apply oil to pass through the relay valve and exit
at port B1. The pressure of oil exiting port B1 of the
rear retarding relay valve is proportional to the signal
oil that was received from the left rear PPC valve.
After exiting the rear retarding relay valve, the oil
passes through distribution manifold (8) and then on
to the left rear brake assembly.
Brake System
J02040
FIGURE 2-6. RETARDING ACTIVATED

1. Retard Lever
3. Brake Manifold
5. Steering Pump
J02040
7. Rear PPC Manifold

8. PPC Supply Cut Solenoid Valve
9. Front Brake PPC Valve
Brake System

15. Right Rear PPC Valve
16. Left Rear PPC Valve
J2-15
PARKING BRAKE CIRCUIT
Parking Brake Switch ON
The parking brake is spring applied and hydraulically

released. The parking brake circuit operates at
18 961 kPa (2750 psi).
When parking brake switch (5, Figure 2-7) is

switched to the ON position, a signal is sent to the
RCM. The RCM de-energizes parking brake solenoid
(6). The spring in the solenoid valve shifts the spool
closing off the path used to supply hydraulic pressure
that released the parking brake. Shifting the spool
also opens a path to tank to relieve the pressure that
is used to release the parking brake. Without the
release pressure present, the parking brake springs
cause the brake pads to grip the parking brake disc
and hold the truck stationary.
If hydraulic pressure is not available, the parking

brake will hold the truck stationary until hydraulic
pressure is restored. Therefore, unless an alternative
source is connected to the brake system, the engine
must be on in order to release the parking brake.
Parking Brake Switch OFF

When parking brake switch (5, Figure 2-7) is
switched to the OFF position, a signal is sent to the
RCM. The RCM energizes parking brake solenoid
(6). The solenoid causes the parking brake valve
spool to shift against the valve spring and creates a
path for hydraulic pressure to be supplied to release
the parking brake springs. The release pressure acts
against the parking brake springs and releases the
brake pads from the brake disc.
The release of the hydraulic pressure also causes

the contacts in parking brake pressure switch (4,
Figure 2-4) to close. The closed contacts complete a
path to ground and illuminates the parking brake light
on the EDP.
The hydraulic pressure also causes the contacts in

parking brake pressure switch (4, Figure 2-4) to open
as pressure rises above 8618 kPa (1250 psi). The
open contacts remove the path to ground causing the
parking brake light on the EDP to turn off.
J2-16
Brake System
J02040
FIGURE 2-7. PARKING BRAKE APPLY

3. Brake Manifold
4. Steering Pump
J02040

6. Parking Brake Solenoid
7. Parking Brake
Brake System
J2-17
AUTO APPLY
The auto apply feature causes the brakes to apply
(either front or rear) when pressure in the system
falls below 11 376 kPa (1650 psi). When the pressure in either brake circuit falls below 11 376 kPa
(1650 psi), the spool inside auto apply valve (12,
Figure 2-8) shifts due to spring pressure. When the
spool shifts, a path is created connecting the brake
accumulator with the higher pressure to the auto
apply circuit. This pressure is supplied to brake treadle valve (1) at port PX.

enters the rear brake relay valve at port P1 and exits
at port B1 for the left rear brake and port B2 for the
right rear brake. The pressure of the oil exiting the
rear relay valve is proportional to the signal oil that
was received from the brake treadle valve.
After exiting the rear relay, the oil passes through distribution manifold (8) and then on to the rear brake
assemblies.
The hydraulic force created by the pressure at PX

actuates the brake treadle valve in the same manner
as when the service brakes are applied by the operator. The hydraulic force shifts both spools in the
brake treadle valve creating an oil path to both the
front and rear relay valves.
enters the brake treadle valve at port P2. A pressurized oil signal exits the treadle valve via port B2 and
enters front brake relay valve (7) at port TC2. The oil
signal shifts the spool and creates a path for apply oil
to pass through the valve. Pressurized oil from the
front brake accumulator enters the front brake relay
valve at port P and exits at port B. The pressure of
the oil exiting the front relay valve is proportional to
the signal oil that was received from the brake treadle valve. After exiting the front relay valve, the oil
passes through distribution manifold (8) and then on
to the front brake assemblies.
enters the brake treadle valve at port P1 and exits at
port B1. The oil then enters rear brake relay valve (6)
at port TC2. The pilot oil shifts the spools in the relay
valve and creates an oil path for apply oil to flow
through the valve.
J2-18
Brake System
J02040
FIGURE 2-8. AUTO-APPLY

3. Brake Manifold
J02040
5. Steering Pump
Brake System

12. Auto-Apply Valve
J2-19
AUXILIARY BRAKE CIRCUIT

The auxiliary circuit is also known as the emergency
circuit. The truck is equipped with an auxiliary brake
switch located on the instrument panel in the operator's cab. When auxiliary brake switch (14, Figure 29) is switched on, auxiliary brake solenoid valve (13)
is energized, and a signal is sent to the RCM. Energizing the solenoid causes the spool within the valve
to shift, removing the pilot pressure supplied to auto
apply valve (12).
As pilot pressure to the auto apply valve falls below
11 376 kPa (1650 psi), the spool inside the auto
apply valve shifts due to spring pressure. When the
spool shifts, a path is created connecting the brake
accumulator with the higher pressure to the auto
apply circuit. This pressure is supplied to brake treadle valve (1) at port PX.
The hydraulic force created by the pressure at port
PX actuates the brake treadle valve in the same
manner as when the service brakes are applied by
the operator. The hydraulic force shifts both spools in
the brake treadle valve creating an oil path to both
the front and rear relay valves.

enters the brake treadle valve at port P1 and exits
the treadle valve via port B1. The oil then enters rear
brake relay valve (6) at port TC2
enters the rear brake relay valve at port P1. When
the oil signal is received from the brake treadle valve,
the spools in the rear relay valve shift creating a path
for apply oil to pass through the relay valve. The oil
exits the relay valve at port B1 for the left rear brake
and port B2 for the right rear brake. The pressure of
the oil exiting the rear relay valve is proportional to
the signal oil that was received from the brake treadle valve. After exiting the rear relay, the oil passes
through distribution manifold (8) and then on to the
rear brake assemblies
The auxiliary brake also removes power from the
parking brake solenoid when switched ON. Removing power to the solenoid applies the parking brake,
as explained in Parking Brake Circuit.

enters the brake treadle valve at port P2 and exits
the treadle valve via port B2. The oil then enters front
brake relay valve (7) at port TC2.
When the oil signal is received from the brake treadle
valve, the spool in the front relay valve shifts and creates a path for apply oil to pass through the relay
valve. Pressurized oil from the front brake accumulator enters the front brake relay valve at port P and
exits at port B. The pressure of the oil exiting the
front relay valve is proportional to the signal oil that
was received from the brake treadle valve. After exiting the front relay, the oil passes through distribution
manifold (8) and then on to the front brake assemblies.
J2-20
Brake System
J02040
FIGURE 2-9. AUXILIARY BRAKE APPLY

3. Brake Manifold
5. Steering Pump
J02040

Brake System

12. Auto-Apply Valve
13. Auxiliary Brake Solenoid Valve
J2-21
BRAKE LOCK CIRCUIT

The primary function of the brake lock is to provide a
means for the operator to hold the vehicle during
loading and dumping. The brake lock only applies the
rear service brakes.
When brake lock switch (1, Figure 2-10) is switched
ON, brake lock solenoid (6) is energized and a signal
is sent to the RCM. Energizing the solenoid causes
the spool within the valve to shift, creating a path for
supply oil to rear brake relay valve (7). Oil passing
through the brake lock valve to the relay valve is
reduced to 14 479 kPa (2100 psi) by pressure reducing valve (11). The oil exits the brake manifold at port
PP3 and enters the relay valve at port TC1. The
hydraulic force of the oil causes the spools within the
valve to shift creating a path for each rear brake.
enters the valve at port P. The oil then exits the valve
at port B2 for the rear right brake and port B1 for the
rear left brake.
The oil then passes through distribution manifold (8)
out to the rear brakes for application.
J2-22
Brake System
J02040
FIGURE 2-10. BRAKE LOCK APPLY

1. Brake Lock Switch
3. Brake Manifold
J02040
5. Steering Pump
6. Brake Lock Solenoid Valve
Brake System
9. Output to Rear Right Brake

10. Output to Rear Left Brake
11. Pressure Reducing Valve
J2-23
AUTOMATIC SPIN REGULATOR

The automatic spin regulator (ASR) is a traction control function to be used when driving on slick or loose
road surfaces. A switch located on the lower right
dash panel controls the activation of ASR.
When ASR is active, the system monitors individual
wheel speeds on the rear axle. If it determines that
one of the rear wheels is slipping during acceleration,
the brake is applied on the rear wheel with the higher
speed.
The RCM controls ASR braking through the use of
the rear PPC valves located in rear PPC manifold (6,
Figure 2-11). When ASR is activated, the RCM deenergizes PPC supply cut solenoid (1) to allow supply oil to the rear PPC manifold. When wheel slip is
detected by the RCM, the RCM energizes the corresponding PPC solenoid for the wheel that needs to
be slowed.
The following describes ASR function when wheel

slippage occurs at the left rear wheel. Refer to
Figure 2-11.
Supply oil from the PPC supply cut solenoid valve
enters the PPC manifold at port S. Pilot pressure
supplied from left PPC valve (10) exits rear PPC
manifold (6) at port BL2 and enters rear retarding
relay valve (7) at port TC1. The pilot pressure shifts
the spool in the relay valve for the rear left brake circuit. An oil path is created for front accumulator oil to
enter the relay valve at port P and exit the relay valve
at port B1. Apply oil then passes through distribution
valve (8) and flows to the rear left brake to slow the
wheel. When the RCM sees that the wheel speeds at
each rear wheel are equal, it de-energizes the left
rear PPC valve solenoid to release the brake.
J2-24
Brake System
J02040
FIGURE 2-11. ASR ACTIVATED - REAR LEFT WHEEL SLIPPING

1. PPC Supply Cut Solenoid Valve 6. Rear PPC Manifold
3. Brake Manifold
5. Steering Pump
10. Left Rear PPC Valve
J02040
Brake System
11. ASR Cut Switch

12. Right Wheel Speed Sensor
13. Left Wheel Speed Sensor
J2-25
BRAKE COOLING CIRCUIT

The brake cooling circuit provides cooling oil to the
wet disc brakes to prevent overheating during braking and retarding.
During truck operation, brake cooling oil is provided
by brake cooling pump (2, Figure 2-1), a double gear
pump driven by the PTO. The front section of the
pump provides oil for the front brakes, and the rear
section provides oil for the rear brakes. The rear
brakes also receive additional cooling oil from the
hoist circuit when not in use.
Some of the brake cooling oil from the pump passes
through brake cooling valves (BCV) where it is
diverted back to the hydraulic tank. The BCVs use a
brake signal input from the RCM to determine how
much oil to supply to the brakes for cooling. Refer to
Brake Cooling Valve more detailed information on
how the valves work.
Orificed check valves are installed in the front and

rear brake cooling circuits. These valves are used to
create back pressure within the brake assemblies.
The orificed portion of the check valve allows brake
cooling oil to constantly flow through the brakes at all
times. The pressure drop created by the oil flow
through the orifice creates back pressure within the
brake assemblies. This back pressure assists in
retracting the brake pistons when the brakes are not
applied, minimizing the potential for premature wear.
Front brake check valve (2, Figure 2-12) is located
near the heat exchanger. When the brake cooling oil
pressure at the inlet to the front orificed check valve
rises above 448 kPa (65 psi), the check valve portion
of the valve will unseat and allow the excess flow to
pass through the valve. After passing through the orificed check valve, the brake cooling oil flows through
the heat exchanger and then back to tank.
Cooling oil that has not been diverted back to tank by

the BCVs passes through the brakes. Oil returning
from the brakes flows through three low pressure filters. A single filter for front brake oil is located behind
the front right wheel. The remaining two filters are for
rear brake cooling (and hoist) oil. These filters are
located behind the fuel tank.
All three filters have a built in bypass system to allow
oil flow to bypass a plugged filter element. A pressure switch is incorporated into each filter to monitor
the pressure drop across the element. The switch will
actuate and the EDP will alert the operator before
actual bypass occurs in the filter. The filter bypass
indicator will actuate at 241 35 kPa (35 5 psi).
The filters will start to bypass oil when the pressure
drop through the filter element exceeds 345 kPa (50
psi).
FIGURE 2-12. FRONT AXLE CHECK VALVE

Change the filter elements as soon as possible
after the EDP displays the message that filter
replacement is necessary. Failure to change the
filters may result in damage to hydraulic system
components. Refer to Section P, Lubrication and
Service, for normal replacement intervals for the
filters.
J2-26
1. Heat Exchanger
Brake System
2. Check Valve
J02040
The rear brake check valve (1, Figure 2-13) is

located in front of the rear axle. When the brake cooling oil pressure at the inlet to the rear orificed check
valve rises above 345 kPa (50 psi), the check valve
portion of the valve will unseat and allow the excess
flow to pass through the valve. After passing through
the orificed check valve, the brake cooling oil flows
through the heat exchanger and then back to tank
BRAKE COOLING VALVE

The front brake cooling circuit and the rear brake
cooling circuit are each equipped with a brake cooling valve (BCV). The BCVs limit the maximum pressure that will be supplied to the front or rear brakes
while the truck is braking, retarding or actuating ASR.
The brake cooling valve also reduces the power loss
that occurs when the demand for braking, retarding
or ASR is not present. This is accomplished by allowing approximately 50 percent of the brake cooling oil
to flow back to tank.
Front BCV (2, Figure 2-14) directs cooling oil to the
front brakes. Rear BCV (1) directs cooling oil for the
rear brakes.
FIGURE 2-13. REAR AXLE CHECK VALVE

1. Check Valve
2. Rear Axle
FIGURE 2-14. BCV LOCATION

1. Rear BCV
J02040
Brake System
2. Front BCV
J2-27
When the truck is braking or retarding, the RCM deenergizes BCV solenoid valve (3, Figure 2-15). The
spool in the solenoid valve is shifted into position by
the valve spring and blocks a passage to tank. This
allows a pilot signal from BCV inlet (E, Figure 2-16)
to be supplied to the spring side of main valve spool
(4). The pilot pressure and main valve spring (6)
push the main valve spool against valve body (2) and
block the flow of oil to tank at port (C). This forces all
of the brake cooling oil to be delivered to the front or
rear brakes.
A relief valve is incorporated into each BCV to limit
the maximum pressure of the brake cooling oil that is
supplied to the brakes. Relief valve (1) is mounted
between solenoid valve (3) and valve body (2). The
relief valve limits the pilot pressure that can be supplied to the inlet side of main valve spool (4) to 883
kPa (128 psi).
NOTE: One full turn of the adjusting screw will
change the pressure 234 kPa (34 psi).
When the pilot pressure exceeds the relief valve setting, the valve spool will shift and divert the excess
pressure to tank. Since the pressure being supplied
to BCV inlet (E) will exceed the relief valve setting,
the main valve spool will move slightly and start to
allow some of the pump supply oil to pass through
the valve to tank at port (C). The main valve spool
will seat when the pilot pressure drops below 789
kPa (114 psi).
When braking or retarding is not required, the RCM
will energize solenoid valve (3). The solenoid shifts
the valve spool blocking the pilot signal supplied from
BCV inlet (E). It also opens a passage to tank to
relieve the pilot pressure from the spring side of main
spool (4). Oil from the brake cooling pump enters
valve body (2) through passage (E), and pushes
against main valve spool (4). When the pressure at
the BCV inlet exceeds the pressure created by main
valve spool spring (6) 196 kPa (28 psi), main valve
spool (4) will move and allow the oil to return to tank.
Restriction plate (5) is incorporated on the inlet of the
BCV to limit the flow to tank
J2-28
FIGURE 2-15. BRAKE COOLING VALVE (BCV)

1. Pilot Relief Valve
2. Valve Body
3. Solenoid Valve
4. Main Valve Spool
5. Restriction Plate
6. Main Valve Spring
Brake System
A: Pilot Port
B: Pilot Port
C: Main Return to Tank
D: Pilot Port
E: From Pump
F: To Tank
J02040
Specifications:
SAE 10W oil . . . . . . . . . . . . . . . . . . . @ 50C 10C
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . (122 F 50 F)
Solenoid Valve Off:
Cracking Pressure: . . . . . 883 48 kPa @ 1 - 2 l/min
. . . . . . . . . . . . . . . . . (128 7.1 psi @ 0.3 - 0.5 gpm)
..........................................
Seat Pressure (Min.) . . . . . . . . 786 kPa @ 1 - 2 l/min
. . . . . . . . . . . . . . . . . . . . . . (114 psi @ 0.3 - 0.5 gpm)
Oil Leakage (Max.) . . . . . . . 800 cc/min @ 586 kPa
. . . . . . . . . . . . . . . . . . . . . . . . . 27 oz/min @ (85 psi)
FIGURE 2-16. BCV SCHEMATIC

1. Main Spool Valve
3. Solenoid Valve
J02040
A: Pilot Port
B: Pilot Port
D: Pilot Port
E: From Pump
F: To Tank
Brake System
J2-29
COLD OIL DIVERTER VALVES

Trucks that meet the -50C cold weather specification are equipped with extra valves in the brake cooling circuit. The purpose of the valves is to divert cold
oil back to the hydraulic tank when restriction in the
circuit exceeds 931 kPa (135 psi). There is one valve
located in the cooling circuit for the front brakes, and
another valve in the rear brake circuit. Refer to Figure Figure 2-17 for the location of each valve.
As the cold oil passes through the relief circuit in the

diverter valve, the oil warms. As the oil warms, there
is less restriction in the circuit and more oil flows
through the brake housing and/or the BCV valve.
Refer to the cold weather hydraulic schematic in Section R for a diagram of the circuit.
FIGURE 2-17. COLD OIL DIVERTER VALVES

1. Rear Brake Diverter Valve
J2-30
3. Front Brake Diverter Valve

4. Hydraulic Tank
Brake System
J02040
SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-3

BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Actuator Base Threaded Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Boot and Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Valve Body Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Regulator Sleeve O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Actuator Plunger O-ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-10
Assembly of Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Test Bench Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
Proximity Switch Installation and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . .J3-17
BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Leak Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
ACCUMULATOR CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Temperature During Precharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
J03039 02/09
Brake Circuit Component Service
J3-1
ACCUMULATOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27
BRAKE COOLING VALVE (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
RETARDER CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Disassembly and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Potentiometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-31
Retard Lever Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-32
J3-2
02/09 J03039
BRAKE CIRCUIT COMPONENT SERVICE

.

lines. Pressurized hydraulic fluid can have sufficient force to enter a person's body by penetrating the skin. This can cause serious injury and
possibly death. If fluid has penetrated the skin,
seek medical treatment by a physician familiar
with this injury, immediately.
Depressurize system accumulators before opening hydraulic circuits or installing test gauges.
For the steering circuit, turn the key switch to
OFF and allow 90 seconds for the accumulators
to depressurize. After 90 seconds, turn the steering wheel to verify that pressure has been purged
from the circuit. If the wheels do not move, the
steering circuit is safe to service.
For the brake circuit, first, chock the wheels.
Then, open the shut-off valves on the brake manifold. Opening the valves allows accumulator
pressure to be released to the hydraulic tank.
J03039 02/09
FIGURE 3-1. BRAKE ACCUMULATOR

BLEEDDOWN VALVES
3. Accumulator Bleed Down Valve (Rear)
4. Accumulator Bleed Down Valve (Front)
5. Brake Manifold
J3-3
BRAKE VALVE
Removal
The brake valve is a pressure modulating valve,

actuated mechanically (brake pedal) or hydraulically
through the automatic apply valve.
If the brake valve is to be removed from the vehicle

for repair or adjustment, additional equipment will be
required as outlined in disassembly, assembly.
The brake valve controls the pressure delivered to

the front brake relay valve and rear brake dual relay
valve which provide the apply pressure for the front
wheel and rear wheel disc brake assemblies. Apply
pressure can be modulated from zero to maximum
braking effort by use of the foot pedal.
Rebuild Criteria
If any one of the following conditions exist, the brake
valve should be removed and repaired:
Excessive cam rock in pedal actuator.
Any sign of external leakage.
Internal leakage at the tank port must be less
than 100 CD/minute with the valve in the
released position and system pressure supplied
to the "P1" and "P2" inlet ports.
Tank port leakage must be less than 250 cc/
minute with valve pilot or manual applied at
18 960 kPa (2750 psi) system pressure.
NOTE: Minor repairs and service adjustment may not

require the removal of the brake valve.

Chock the wheels.
2. Open bleed down valve (3, Figure 3-1) and
bleed down valve (4). The valves are located in
the hydraulic cabinet on the brake manifold.
Opening the valves allows pressure in the brake
circuit to vent to the hydraulic tank.
3. Remove the access panel at the front of the
operator's cab.
4. Tag and remove all hydraulic lines from brake
valve. Plug lines and ports to prevent possible
contamination. Remove all valve fittings except
the fitting at port "PX". Disconnect wiring harness at proximity switch connector.
Failure of the pedal to return to full release

position.
5. In the cab at the brake valve, remove capscrews and lockwashers securing the brake
valve assembly to the mount.
Valve holds pressure when in the neutral

position.
6. Slide the brake valve downward and remove

from the cab.
Varying output
depressed.
7. Move the brake valve assembly to a clean work

area for disassembly.
J3-4
pressure
with
pedal
fully
02/09 J03039
Installation
1. Place the brake valve assembly into position
and secure in place with capscrews and lockwashers. Tighten capscrews to standard
torque.
2. Remove plugs from brake valve assembly and
hydraulic lines. Install fittings and connect lines
to brake valve assembly and tighten. Connect
the proximity switch to the harness.
NOTE: Prior to checking the brake valve operation,
the steering system must have the proper nitrogen
precharge in the steering accumulators (refer to
Section L, Hydraulic System, for steering
accumulator precharge procedure). In addition, the
brake system lines must be bled of air and the brake
accumulators must also be precharged with nitrogen
(refer to brake accumulator precharge procedures,
this section).
3. With the engine shut down and key switch OFF,
open both brake accumulator bleed down
valves (3 & 4, Figure 3-1). Precharge both
accumulators (1 & 2) mounted on brake manifold to 9600 kPa (1400 psi).
NOTE: For best performance, charge the
accumulators in the temperature conditions the
vehicle is expected to operate in. During the
precharge, allow temperature of the nitrogen gas to
come into equilibrium with the ambient temperature.
4. Close both accumulator bleed down valves
after accumulators have been properly charged.
5. Bleed air from brake apply circuit. Refer to Wet
Disc Brake Bleeding Procedure, in this section
of the manual.
6. Check for fluid leaks at the brake valve.
FIGURE 3-2. BRAKE VALVE ASSEMBLY

1. Brake Valve
2. Capscrew
3. Proximity Switch
4. Retainer Clip
5. Pivot Shaft
6. Nylon Bushing
7. Shim
J03039 02/09
8. Bolt
9. Lock Nut
10. Foot Pad
11. Pedal Actuator
12. Pivot Stop
13. Spring
14. Pivot Stop
J3-5
Disassembly
NOTE: During disassembly, precision machined
parts should be ink marked or tagged to ensure
proper reassembly and minimize adjustment time. All
internal parts must be placed back into the bores
from which they were removed.
1. Match mark each section of the brake valve

prior to disassembly.
2. Drain oil from all ports of the valve by rotating
the valve over a suitable container.
3. Secure brake valve in an upright position in a
vice.
4. Remove the brake pedal actuator (11, Figure 32) by removing the retaining clips (4), then
remove the pivot shaft (5) with a punch and
hammer.
5. Remove the four button head allen screws (3,
Figure 3-3) securing the boot retainer plate (4).
6. Remove the boot retainer plate (4), boot (2),
and actuator cap (1) as an assembly by grasping the boot and gently lifting from the valve
body.
7. Loosen the plunger locknuts (2, Figure 3-4).
Loosen the socket head capscrew from the
adjustment collars (1).
10. Unscrew and remove the adjustment collars.
11. Remove the two socket head capscrews (5, Figure 3-3) that retain the actuator base (6) to the
valve body.
12. Remove the actuator base from the valve body.
13. Remove controller from vice.
14. Remove the four capscrews (28, Figure 3-4)
and washers (27) from the base of the valve.
15. Remove the base plate (32).
FIGURE 3-3. ACTUATOR CAP AND BOOT

1. Actuator Cap
2. Boot
3. Capscrew
4. Retainer Plate
5. Capscrew
6. Actuator Base
7. Threaded Insert
16. With the valve upright, the retaining plug (31)

should fall out. If the plug does not fall out,
lightly tap to dislodge the plug.
NOTE: The spools (12), reaction plungers (21, 22)
and spool return springs (20) may fall out at this time.
Keep parts separate so they may be installed in the
same bores from which they were removed.
17. Remove and discard the O-ring (30) from the

counterbore in the base of the valve body.
18. With the controller upright on the work bench,
hold the valve with one hand and push the "B1"
actuator plunger (3) down with the other hand
until the regulator sleeve (19) pops loose.
J3-6
02/09 J03039
19. Repeat the above procedure to loosen the "B2"

regulator sleeve.
20. Turn the valve on its side on the work bench
and remove the regulator sleeves (19) from the
valve body.
NOTE: Throughout the following steps, it is important
to keep the circuits and circuit components identified
as to which side of the unit they came from. For a
given circuit, all the components have a tolerance
stack which could vary. Keep the "B1" and "B2" parts
separate.
21. Remove the spools (12), reaction plungers (21,

22) and spool return springs (20) from the regulator sleeves (19).
22. Remove the plunger return springs (10), regulator springs (8 & 10), and spring seats (11) from
the valve body.
23. Remove the actuator plungers (3) by pushing
down (toward the bottom of the valve) on the
actuator plunger with your hand until the actuator plunger slides out.
24. Remove the staging seat (6). Remove and discard packing (5).

1. Clean all metal parts with solvent and air dry.
2. Inspect the plunger (3, Figure 3-4) for wear on
the sides where it moves through the seals. If
axial grooves are seen or if any wear is apparent, replace the plunger.
3. Place the regulating spool (12) into its sleeve
(19). Push the spool lightly through the sleeve.
The spool must be able to move freely and
smoothly the entire length of the sleeve. If it
cannot, it must be replaced. Never replace just
the spool or sleeve. They must be replaced as a
matched set.
4. Inspect each spring carefully for cracks or
breaks. Any spring with a crack or break must
be replaced. Also, if the valve was not reaching
proper regulated pressure, replace all regulator
springs.
5. Inspect the threaded inserts (7, Figure 3-3) in
the actuator base. If any of the threads are
damaged, the inserts must be replaced.
6. Lubricate all parts with a thin coat of clean
hydraulic oil. Take care to keep components
protected from contamination.
25. Remove the Glyde ring assembly (7) from the

actuator plunger.
26. Remove the O-rings (14, 16 & 18) and teflon
back-up rings (13, 15 & 17) from the regulator
sleeves and discard.
27. Remove the wiper seals (23), poly-pak seals
(25), and the orange back-up rings (24) from
the actuator section of the valve and discard.
J03039 02/09
J3-7
FIGURE 3-4. BRAKE VALVE

1. Adjustment Collar
2. Nut
3. Actuator Plunger
4. Stud
5. Packing
6. Staging Seat
7. Glyde Ring Assembly
8. Regulator Spring
J3-8
9. Regulator Spring
10. Plunger Return Spring
11. Spring Seat
12. Regulator Spool
13. Back-up Ring
14. O-Ring
15. Back-up Ring
16. O-Ring
17. Back-up Ring

18. O-Ring
19. Regulator Sleeve
20. Spool Return Spring
21. Reaction Plunger (B1)
22. Reaction Plunger (B2)
23. Wiper Seal
24. Back-up Ring
25. Poly-Pak Seal

26. Valve Body
27. Washer
28. Capscrew
29. Set Screw Orifice Plug
30. O-Ring
31. Retaining Plug
32. Base Plate
02/09 J03039
Assembly
Valve Body Seal Installation
Actuator Base Threaded Inserts

1. If any inserts (7, Figure 3-3) were removed from
the actuator base (6), position the actuator base
upside down on the work bench and support
directly under each of the four floor mounting
holes.
2. Install the threaded inserts into the actuator
base by tapping lightly with a small hammer
until the insert flanges become flush with the
actuator base. Be sure the base is supported to
avoid breaking the base.
3. Thoroughly clean the actuator base and set
aside.
1. Install the poly-pak seal (3, Figure 3-5) in the

seal groove first. Position the seal in the groove
so that the internal O-ring inside the poly-pak
seal is facing down toward the bottom of the
valve.
2. Make sure the internal O-ring is still seated
inside the poly-pak seal (3) and did not get dislodged during installation. Position the poly-pak
seal to the bottom of the groove.
3. Install the orange back-up ring (4) on top of the
poly-pak seal. Start by hand and then continue
to work into the groove either by hand or by
using an O-ring installation tool.
4. Install the wiper seal (5) in the top counterbore.
Position the seal in the groove so that the register lip is facing up toward the actuator.
5. Repeat Steps 1- 4 for the second bore.
Boot and Cap

1. Examine the boot (2, Figure 3-3) for any cracks,
tears, or other damage. If damage is evident,
the boot must be replaced. To replace the boot,
follow the procedure below.
2. Remove the boot from the actuator cap (1) and
discard the old boot. Thoroughly clean the sides
of the cap by scraping the lip where the cap
contacts the boot. Use a knife or suitable
scraper. Clean thoroughly to remove all adhesive or particles of the old boot.
3. Apply a thin bead of Loctite Prism 410 onto
the upper sides of the cap. Apply the bead to
the two long sides only. Do not apply it to the
rounded ends, these must not be sealed to
allow the boot to "breath".
4. Carefully position the cap into the new boot
groove wiping off the excess glue.
5. Position the boot such that it conforms to the
contour of the cap, then set aside. Adhesive
requires about 30 minutes to cure.
J03039 02/09
Regulator Sleeve O-Ring Installation

1. Install an O-ring (2, Figure 3-6) onto the smallest groove (on the top) of the regulator sleeve
(3). Install O-ring (5) onto the middle groove on
the regulator sleeve. Install O-ring (6) onto the
largest groove (on the bottom) on the regulator
sleeve.
2. Install a split nylon back-up ring (4) onto each
side of the O-ring (5) located in the middle of
the regulator sleeve.
3. Install one split nylon back-up ring behind the
O-ring (2) located at the top end of the sleeve.
This O-ring is the smallest of the three O-rings.
Position the back-up ring so that it is next to the
top of the regulator sleeve. The top of the
sleeve is the end with the smallest O.D.
4. Repeat Steps 1-3 for the second regulator
sleeve.
J3-9
FIGURE 3-6. SLEEVE SEAL PLACEMENT

4. Back-Up Ring
1. Back-Up Ring
2. O-Ring
5. O-Ring
3. Regulator Sleeve
6. O-Ring
FIGURE 3-5. VALVE BODY SEAL INSTALLATION
1. Actuator Plunger
2. Valve Body
3. Poly - Pak Seal
4. Back-Up Ring
5. Wiper Seal
6. Actuator Base
Actuator Plunger O-ring Installation

1. Install an O-ring (7, Figure 3-4) into the O-ring
groove located at the large diameter end of the
actuation plunger (3).
2. Install a split Glyde ring over the O-ring. (Twist
and squeeze the split Glyde ring into a small circle before installing to insure a tight fit over the
O-ring).
3. Repeat Steps 1 & 2 for the second plunger.
J3-10
02/09 J03039
Assembly of Valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 4 before
starting on the other side (circuit). Be careful to
assemble components into the circuit from which
they were removed.
1. If removed, install stud (4, Figure 3-4) in plunger
(3). Tighten nut (2).
2. Install new packing (5) on staging seat (6) and
insert in plunger bore.
3. Lightly lubricate the actuation plunger Glyde
ring (7).
6. Install the plunger return spring (10, Figure 3-4),

regulator springs (8 & 9) and spring seat (11)
into the appropriate circuit. If spring seat does
not seat correctly on top of the control spring,
lightly shake the valve to correctly position the
spring seat.
7. Lightly lubricate the regulator spool (12).
8. Install the regulator spool into the regulator
sleeve (19). The spherical end of the spool
should be at the top of the regulator sleeve. The
top of the sleeve is the end with the smallest
O.D.
NOTE: Check to insure that the spool will slide
smoothly and freely. Replace the entire sleeve
assembly and spool, if the spool does not slide
smoothly and freely.
9. Remove spool from sleeve before installing
sleeve into body.
10. Lightly lubricate the O-rings (14, 16, & 18) on
the regulator sleeve.
FIGURE 3-7. GLYDE RING INSTALLATION

1. Actuator Plunger
2. Valve Body
3. Glyde Ring
4. Sharp Edges
4. Install the "B1" actuation plunger (3) into the

"B1" circuit. Be careful not to damage or cut the
Glyde ring during installation. Observe the
Glyde ring assembly through the tank port as
the plunger is being installed. (Refer to Figure
3-7) It may be necessary to work the Glyde
rings past the sharp edge in the body to prevent
damage to the seal. Make sure the actuation
plunger is completely seated and bottomed.
5. Repeat Steps 1 through 4 for the "B2" actuation
plunger.
J03039 02/09
11. Install the regulator sleeve assembly into the

correct circuit in the valve. Make sure the spring
seat is correctly seated in the regulator spring
before installing the regulator sleeve assembly.
Push sleeve into bore until sleeve retaining
flange at the base of sleeve contacts the valve
body.
12. Install the spool return spring (20) into spool
(12).
13. Insert reaction plunger (21 or 22) into regulator
spool.
14. Install regulator spool (12) into regulator sleeve
(19).
15. Repeat Steps 6 through 14 for the second circuit.
16. Lightly lubricate the large retainer plate O-ring
(30) and install into the counter bore in the bottom end of the valve.
17. Install the retainer plug (31) into the counter
bore on the bottom of the valve. Make sure
steps on the retainer plug are facing the counter
bore or toward the top of the valve.
J3-11
18. Install the base plate (32) on top of the retainer

plug. Tighten the four allen screws (28) evenly,
alternating diagonally, to evenly seat the regulator sleeve assembly. Tighten to 16 - 17 Nm (12
- 13 lb ft).
19. Install the actuator base (6, Figure 3-3) on top of
the valve. Make sure to position properly for
correct port direction. Tighten the two socket
head capscrews (5) and tighten to 20 - 22 Nm
(15 - 16 lb ft).
20. Screw the adjustment collars (2, Figure 3-8)
onto the top of the actuation plungers. Screw all
the way down until they bottom on the threads.
BENCH TEST AND ADJUSTMENT

The following parts and test equipment will be
required to completely bench test and adjust the
brake valve.
Pressure gauges (3), 0-35 000 kPa (0-5000 psi).
Hydraulic pressure supply, regulated to 18 960
kPa (2750 psi).
Hydraulic test stand, Refer to Figure 3-9.
Hose fittings for valve ports:
Port PX: . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
Ports P1, P2, B1 and B2: . . . . .3/4 in., #8 SAE
Port T: . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
and boot assembly to adjust individual brake circuit
pressures.
Test Bench Only
Test Set Up Procedure
1. Position the valve in the fixture to allow plungers to be activated by hand using a lever (refer
to Figure 3-9).
2. Attach the pilot input supply pressure to the pilot
port labeled "PX" on the rear of the valve.
FIGURE 3-8. ADJUSTMENT COLLAR

1. Stud
2. Adjustment Collar
J3-12
3. Nut
4. Actuator Plunger
3. Attach the main supply input pressure to the Oring ports on the rear of the valve labeled "P1"
and "P2".
4. Attach the tank return line to the O-ring port
labeled "T" on the rear of the valve.
02/09 J03039
FIGURE 3-9. TEST BENCH SET-UP

1. Motor
2. Pump
3. System Pressure Gauge
4. Needle Valve
5. Needle Valve
6. Brake Valve
7. Front Brake Pressure Gauge
8. Shut Off Valves
9. Simulated Brake Volume

10. Rear Brake Pressure Gauge
11. Relief Valve
NOTE: Shut off valves (8) are for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1, B2 cylinders must be capable of a 10 cubic inch maximum displacement.
J03039 02/09
J3-13
5. Attach the regulated output ports "B1" and "B2"

to the test lines. Pressure monitoring devices in
these two lines must be capable of 20 700 kPa
(3000 psi) minimum. Connect all ports. The
connections should be according to the diagram
shown in Figure 3-9. All ports must be used and
connected.
All ports must be used. Relieve pressure before

disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating.
The oil will be at very high pressure.
Hydraulic fluid escaping under pressure can
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
6. Start hydraulic pump and regulate output pressure to 18 960 kPa (2750 psi) at pressure
gauge (3). Pressure gauges (7 & 10) should
read zero.
7. Pilot supply circuit pressure must also be
18 960 kPa (2750 psi).
8. Return line pressure during this test is not to
exceed 34.5 kPa (5 psi).
9. Test the valve with ISO 32 grade oil or hydraulic
oil meeting specifications listed in Section P at
49 3 C (120 10 F).
Brake Valve Output Pressure Adjustment

(Pedal Only)
1. Install the pedal pivot shaft pin in the actuator
base by itself without installing the pedal
assembly.
2. By taking a screw driver or pry bar and placing it
under the pivot pin and on top of the threaded
plunger assembly, each circuit can be actuated
individually. Refer to Figure 3-9.
3. Gradually apply pressure on each circuit (one at
a time) to check for leaks around the plunger.
Make sure the adjustment collar is screwed all
the way down on the threads.
NOTE: The pressure gauges must be installed at the
pedal as shown in Figure 3-9. Gauges must not be
installed in the B1 or B2 test ports inside the brake
cabinet or improper adjustment will result.
4. "B1" Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at port "B1"
is 15 168 517 kPa (2200 75 psi) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. "B2" Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at port "B2"
is 15 168 517 kPa (2200 75 psi) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
6. Tighten the setscrews in the adjustment collars
to 2825 - 3390 mNm (25 - 30 lb in.). The entire
plunger may have to be rotated to get to the
capscrews.
7. Check pressures again after tightening the set
screws. If the pressures have moved out of
specified range, loosen the appropriate set
screw and re-adjust.
8. Cycle each circuit 50 times using pilot apply.
This is done by closing needle valve (5) and
opening needle valve (4). Read pressure on
gauges (7 & 10). Close valve (4) and open
valve (5). The pressure gauges (7 & 10) should
read 0 psi.
9. Recheck pressures after cycling. If they have
changed, re-adjust pressures.
J3-14
02/09 J03039
10. Shut down the test bench and relieve all

hydraulic pressure from the lines.
Avoid spillage and contamination! Avoid contact

with hot oil if the machine has been operating.
The oil will be at very high pressure.
Hydraulic fluid escaping under pressure can
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
11. Remove hoses from valve and remove valve

from test stand. Refer to instructions below for
pedal actuator installation prior to final test.
13. With test stand pump adjusted for 18 960 kPa

(2750 psi) or with engine running and brake
system supply pressure at or above 18 960 kPa
(2750 psi), depress the pedal as quickly as possible. The pressure on the output circuits must
reach the minimum pressure listed below at port
"B1" and port "B2" within 1.0 second. Measurement of time begins the moment force is applied
to move the pedal.
Rear Brake - "B1":
15 168 517 kPa (2200 75 psi)
Front Brake - "B2":
15 168 517 kPa (2200 75 psi)
14. With "B1" and "B2" plugged into a strip chart
recorder, (if available) check the modulation by
slowly applying pressure until the maximum
pressure is reached. Make sure the pressure
increase is smooth and no sticking of the spools
is observed. Fully depress the pedal. Pressures
must remain within specification at "B1" and
"B2" for 20 seconds.
15. Adjust square head bolt (1, Figure 3-10) until
the bolt is not touching the actuator cap. Apply
Loctite 242 to the adjustment bolt prior to setting the deadband.
Final Test and Adjustment

The brake pedal actuator must be installed on the
brake valve body prior to final test and adjustment.
Refer to "Installation of Brake Pedal Actuator to
Brake Valve".
16. Set the deadband by placing a 0.254 mm (0.010

in.) thick shim at location shown in figure 3-10
(between the pedal structure and return stop
boss on pivot structure).
NOTE: The "Final Test and Adjustment" procedure

can also be performed with the brake valve installed
in the truck. To perform final test with brake valve
mounted in the truck, install valve per instructions in
"Installation". Install 0-35 000 kPa (0-5000 psi)
gauges at the "B1" and "B2" diagnostic test
connectors in the brake cabinet.
Adhere to the following steps for the final test:
17. Adjust the bolt (1) until it is just touching the

cap.
12. Reinstall brake valve (with actuator pedal

attached) on the test stand following steps 2
through 9 under "Test Setup Procedure".
18. Continue turning the adjustment bolt until pressure begins to rise on one of the brake apply
pressure gauges.
19. Back-off the adjustment bolt 1/8 turn.
20. Tighten the jam nut (2) and remove the shim
stock inserted earlier in this procedure.
21. Fully stroke the brake pedal actuator to check
that output pressure at port "B1" and "B2" are
within specifications.
NOTE: If pedal is adjusted properly, the spring and
spring pivots will not interfere with pedal travel.
J03039 02/09
J3-15
22. If pressure is not within specifications, re-adjust.

If pressure is within specifications, apply a few
drops of Loctite #262 to the jam nut.
23. Check internal leakage at port "T". Leakage
must be less than 100 cc/minute with the valve
in the released position and system pressure
supplied to the "P1" and "P2" inlet ports.
24. "T" port leakage must be less than 250 cc/minute with valve pilot pressure or manual applied.
FIGURE 3-10. PEDAL ASSEMBLY ADJUSTMENTS

1. Square Head Bolt
2. Nut
J3-16
3. Proximity Switch
4. Jam Nuts
02/09 J03039
Proximity Switch Installation and Adjustment

25. Install the proximity switch (3, Figure 3-10) in
the actuator base until the switch is approximately 0.25 in. (6.35 mm) below the boss on the
actuator base.
5. Assemble spring assembly (13) and install complete assembly to brake pedal actuator as
shown.
26. Lock switch in position with the two jam nuts (4).
27. Connect an ohmmeter to the switch harness to
check continuity.
28. Slowly apply the brake pedal and note the pressure on the gauge at which the ohmmeter indicates continuity in the switch.
29. Readjust the switch if necessary to trip when
the pressure reaches 517 kPa (75 psi).
Be sure to install spring assembly correctly, with

larger ball socket end pointing to the pedal structure and smaller end toward the valve assembly.
NOTE: When pedal is adjusted properly, the spring

assembly will not interfere with pedal travel.
30. Secure switch with jam nuts after adjustment is

complete.
Be certain the top section of the switch does not

contact the threads in the actuator base. If this
occurs, it will cause a short circuit, preventing
the switch from operating properly.
Installation Of Brake Pedal Actuator Assembly to

Brake Valve
1. Install jam nut (9, Figure 3-2) and square head

bolt (8) to brake pedal actuator (11).
2. Insert nylon bushings (6) into brake pedal actuator.
3. Install one retaining clip (4) to one end of pivot
shaft.
4. Align pedal structure to brake valve (1) and partially insert pivot pin. Move pedal structure to
the "B2" side of valve and insert shims (7)
between pedal structure and brake valve ear to
fill gap. Fully insert the pivot shaft (5). Install the
remaining retainer clip (4).
J03039 02/09
J3-17
BRAKE ACCUMULATORS
There are two identical hydraulic brake accumulators
located on the brake manifold in the brake control
cabinet behind the operator's cab. The left accumulator supplies the pressure necessary for actuation of
the rear service brakes. The right accumulator supplies pressure to activate the front service brakes.
NOTE: If both accumulators are low on nitrogen,
charge both accumulators at the same time.
FIGURE 3-11. ACCUMULATOR ASSEMBLY

1. Hydraulic Port
Assembly
2. Bleed Plug
3. Locking Ring
4. Spacer
5. O-Ring Backup
6. O-Ring
7. Metal Backup Washer
J3-18
8. Anti-Extrusion Ring
9. Bladder Assembly
10. Shell
11. Charging Valve
12. O-Ring
13. Lock Nut
14. Protective Cap
15. Port Protector
02/09 J03039
Removal
Installation

Chock the wheels.
2. Open bleed down valve (3, Figure 3-1) and
bleed down valve (4). The valves are located in
the hydraulic cabinet on the brake manifold.
Opening the valves allows pressure in the brake
circuit to vent to the hydraulic tank.
3. Remove the top lid from the hydraulic cabinet to
allow access for a lifting device.
4. Remove cap (14, Figure 3-11) from the accumulator.
5. Install charging valve adapter (6, Figure 3-23)
and slowly remove all nitrogen pressure.
NOTE: If the accumulator will be not be
disassembled immediately, allow 690 kPa (100 psi)
to remain in the accumulator during storage.
Discharge the remaining nitrogen pressure before
disassembling.
DO NOT release pressure by depressing the

valve core with a foreign object. High pressure
may rupture the rubber valve seat.
NOTE: DO NOT charge the accumulators to the

operating pressure before installation on the truck.
1. Attach a hoist and lifting sling to the accumulator. The weight of the accumulator is approximately 58 kg (127 lb).
2. Lift the accumulator into position on the brake
manifold. Tighten the fittings securely.
3. Install the accumulator mounting brackets.
Secure the mounting brackets in place with the
cap screws and the lock washers. Tighten the
cap screws to standard torque.
4. Charge the accumulator. Refer to Brake Accumulator Charging in this section.
Disassembly
1. Clean the exterior of the accumulator before
starting disassembly.
2. Securely clamp the accumulator body in a vise,
preferably a chain vise. Ensure the accumulator
shell is protected by strips of padding or soft
metal on the vise jaws.
3. With pressure relieved from the accumulator,
remove the valve core from the charging valve.
6. After nitrogen pressure has been relieved,

remove the charging manifold.
7. Attach a hoist and lifting sling to the accumulator. The weight of the accumulator is approximately 58 kg (127 lb).
8. Remove the accumulator mounting bracket.
Loosen and remove the accumulator from the
brake manifold. Plug the opening on the brake
manifold to prevent contamination.
9. Transfer the accumulator to a clean work area.
FIGURE 3-12.
J03039 02/09
J3-19
4. Remove bleed plug (2, Figure 3-11) from poppet assembly (1).
5. Remove locking ring (3) from the port assembly
using two wrenches. Refer to Figure 3-13.
7. Push the port into the shell.

8. Insert your hand into the shell and remove the
O-ring, washer, and anti-extrusion ring. Fold the
anti-extrusion ring to enable removal. (Figure 315)
FIGURE 3-15. ANTI-EXTRUSION RING

REMOVAL
FIGURE 3-13. LOCKNUT REMOVAL
9. Remove the hydraulic port from the shell. Refer

to Figure 3-16.
6. Remove the spacer (Figure 3-14).
FIGURE 3-16. PORT REMOVAL
FIGURE 3-14. SPACER REMOVAL
J3-20
02/09 J03039
10. With the wrench on the valve stem flats, remove

nut (13, Figure 3-11) from the charging valve.
5. Check the hydraulic port for proper functioning.
11. Insert your hand into the accumulator shell fluid

opening. Depress the bag and eliminate as
much gas pressure as possible.
12. Fold the bladder and pull out of the accumulator
shell. Refer to Figure 3-17. A slight twisting
motion, while pulling on the bladder, reduces
the effort required to remove the bladder from
the shell. If the bladder is slippery, grasp with a
cloth.
Repair of the housing by welding, machining, or

plating to salvage a worn area is not approved.
These procedures may weaken the housing, and
when pressurized, can result in serious injury to
personnel.
Assembly
1. Assemble the accumulator in a dust and lintfree area. Maintain complete cleanliness during
assembly to prevent possible contamination.
2. If removed earlier, clamp the accumulator in a
vise, preferably a chain vise. Ensure the accumulator shell is protected by strips of padding or
soft metal on the vise jaws.
FIGURE 3-17. BLADDER REMOVAL
3. Thoroughly lubricate the inside of the accumulator with clean C-4 hydraulic oil to cushion the
bladder. Spray the entire inside surface of the
accumulator with 1 liter (32 oz).

1. After disassembly, clean all parts with an
approved cleaning solution. Blow all parts dry
with air and keep free from foreign matter.
Inspect the accumulator shell for nicks, pitting,
or damage that could destroy the bladder or
damage the new seals.
2. Check all the rubber items for deterioration,
abrasion marks, cracks, holes, bubbles, or any
similar defects.
3. Replace all O-rings and any other items
deemed unsuitable for further usage.
4. Inflate the bladder to normal size. Wash the
bladder with a soap solution. If the soap solution bubbles, discard the bladder. After testing,
dry the bladder and deflate immediately.
J03039 02/09
Failure to properly lubricate the shell during

assembly will result in excessive scuffing of the
bladder and can contribute to bladder failures.
4. With the bladder assembly on the bench, expel

all air to completely collapse the bladder and
fold the bladder longitudinally into a compact
roll. To maintain the rolled condition of the bladder, install a gas valve core into the valve stem
to prevent air from entering the bladder.
5. Attach the bladder pull rod to the bladder valve
stem.
J3-21
6. Pass the bladder pull rod through the shell oil

port and out through the valve stem opening.
9. Grasp the threaded section of hydraulic port

assembly (1, Figure 3-11) and insert the valve
end into the shell mouth.
10. Install anti-extrusion ring (8) inside the shell.
Fold the anti-extrusion ring to enable insertion
into the shell. Place the anti-extrusion ring on
port assembly (1) with its steel collar toward the
shell mouth.
FIGURE 3-18. BLADDER INSTALLATION
7. With one hand, pull the bladder pull rod while

feeding the bladder into the shell with the other
hand. Slight twisting of the bladder will assist in
this insertion.
8. Position the valve stem nut over the valve stem
and tighten the nut by hand. Refer to Figure 319. Remove the bladder pull rod, and remove
the valve core to allow the bladder to expand to
normal shape.
FIGURE 3-20. PORT ASSEMBLY
11. Withdraw the threaded end of the port assembly

through the shell mouth. Refer to Figure 3-20.
12. Pull the threaded end of the port assembly until
seated solidly into position on the shell mouth
opening.
13. Install the bladder valve core. Install the charging manifold. Slowly pressurize the bladder to
34 kPa (5 psi) to hold the port assembly in
place. Refer to Accumulator Charging in this
chapter.
14. Install washer (7, Figure 3-11) onto the port
assembly and push until seated against the
anti-extrusion ring. Refer to Figure 3-21
FIGURE 3-19. VALVE STEM INSTALLATION
J3-22
02/09 J03039
Leak Testing
To perform leak testing, a source of nitrogen pressure of 9653 kPa (1400 psi) and hydraulic pressure
of 24 132 kPa (3500 psi) will be required. A water
tank large enough to hold the accumulator and a
method of safely securing the accumulator in a holding fixture will be necessary.
FIGURE 3-21. WASHER INSTALLATION

15. Install O-ring (6) and O-ring backup (5) over the
port assembly and push until seated.
Securely mount the accumulator into a holding

fixture before high pressure testing. DO NOT
handle the accumulator if nitrogen pressure
exceeds 827 kPa (120 psi). Sudden loss of accumulator pressure can result in a projectile hazard
that can cause serious injury or death.
1. Attach appropriate lifting apparatus to the accumulator. The weight of the accumulator is
approximately 58 kg (127 lb). Lift the accumulator into the holding fixture and secure. Attach
the lifting apparatus to the holding fixture and lift
it into the test tank.
DO NOT twist the O-ring.
16. Install spacer (4) with the smaller diameter of

the shoulder toward the shell.
17. Install locking ring (3) on the port assembly and
tighten securely. This will squeeze the O-ring
into place. Refer to Figure 3-22.
2. Cover the hydraulic port with a plastic cap to

prevent water entry. DO NOT install a threaded
plug in the hydraulic port.
3. Charge the accumulator to 9653 kPa (1400 psi).
Refer to Accumulator Charging in this chapter.
4. Fill the test tank so the accumulator is completely submerged and observe for 20 minutes.
No leakage (bubbling) is permitted. If leakage is
present, go to Step 8. If no leakage is present,
continue to the next step.
5. Drain the test tank. Remove the plastic plug
from the hydraulic port. Ensure no moisture is
present in the hydraulic port.
FIGURE 3-22. LOCKNUT INSTALLATION

18. Install bleed plug (2) into port assembly (1) and
tighten.
J03039 02/09
J3-23
6. Connect a hydraulic power supply. Pressurize

the accumulator with oil to 24 132 kPa (3500
psi). Refill the test tank with water and observe
for 20 minutes. No oil or nitrogen leakage is permitted.
ACCUMULATOR CHARGING
7. Slowly release the oil pressure. Drain the test

tank and remove the hydraulic power supply
connection. Ensure no moisture is present in
hydraulic port assembly (1, Figure 3-11) and
install a plastic cap to prevent contamination.
DO NOT install a threaded plug in the hydraulic
port assembly.
8. If any nitrogen gas or oil leakage was present,

discharge all the nitrogen gas using the charging equipment, and repair as necessary.
9. If there are no leaks, charge the accumulator to
690-827 kPa (100-120 psi). Disconnect the
charging manifold.
10. Remove the accumulator from the test tank fixture.
.
When storing an accumulator, pressurize the

accumulator to 690-827 kPa (100-120 psi). DO
NOT exceed 827 kPa (120 psi). Sudden loss of the
accumulator pressure can result in a projectile
hazard that can cause serious injury or death.
11. Verify all labels are attached and legible. Refer

to the parts book if replacements are required.

Pure dry nitrogen is the only gas approved for
use in the steering accumulator. The accidental
charging of oxygen, or any other gas in this component, may cause an explosion.
When charging or discharging nitrogen gas in
the accumulator, ensure the warning labels are
observed, and the instructions regarding the
charging valve are carefully read and understood.
Fully charge the accumulators while installed on
the truck. DO NOT handle the accumulator with
lifting equipment when the accumulator pressure
is above 827 kPa (120 psi).
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and/or charged at the same time.
1. With the key switch OFF, allow at least 90 seconds for the steering accumulators to depressurize. Turn the steering wheel to ensure no oil
pressure remains in the accumulator. Open the
shut-off valves on the brake manifold.
J3-24
02/09 J03039
2. Remove the valve guard from the accumulator

gas valve. Remove the dyna seal.
3. Close all shutoff valves on manifold (5, Figure
3-23).
4. Connect the charging kit to the nitrogen supply
tank, and open the valve on the tank.
5. Turn the T handle all the way out (counterclockwise) on charging valve adapter (6).
8. Turn the T handle clockwise to open the accumulator gas valve. Do not turn the T handle all
the way down, as it will damage the valve core.
9. Set the regulator for 172 kPa (25 psi), then
slightly open the nitrogen bottle and slowly fill
the accumulator. The proper fill rate for these
accumulators is 2 minutes.
If the nitrogen is not added slowly, the bladder

may suffer permanent damage. A starburst
rupture in the lower end of the bladder is a characteristic failure caused by charging too quickly.
10. After 172 kPa (25 psi) is obtained, close the
nitrogen valve. Set the regulator for the operating pressure (refer to Table 2), based on the
current ambient temperature. Then, open the
nitrogen bottle and fill the accumulator.
FIGURE 3-23. NITROGEN CHARGING KIT

1. Nitrogen Bottle
2. Regulator
3. Shut-Off Valve
4. Pressure Gauge
5. Manifold
6. Charging Valve
Adaptor
If the accumulators are being charged for storage, only charge to 690 - 827 kPa (100 - 120 psi).
Refer to Accumulator Storage later in this chapter for more information.
11. Let the accumulator set for 15 minutes. This will

allow the gas temperature to stabilize. If the
desired pressure is exceeded, slowly purge
pressure from the accumulator.
6. Close any bleed valves.

7. Attach the charging valve adapter to the accumulator gas valve. DO NOT loop or twist the
hose.
J03039 02/09
Do not release pressure by depressing the valve

core with a foreign object. High pressure may
rupture the rubber valve seat.
J3-25
12. Close the valve on the nitrogen supply tank.

Remove the charging manifold.
13. Check for nitrogen leaks on the accumulator
using a common leak reactant. Repair leaks as
necessary.
14. Install the valve cap on the charging valve.
15. Close the
valves.
brake
accumulator
bleed-down
16. Check the hydraulic oil level.

17. Operate the truck and check for normal operation.
Temperature During Precharge

Temperature variation can affect the precharge pressure of an accumulator. As the temperature
increases, the pressure increases. Conversely,
decreasing temperature will decrease the pressure.
To ensure accuracy, it is necessary to adjust the
charging pressure to offset temperature variations.
The temperature variation is determined by the ambient temperature at the time of charging. If the accumulator is mounted on the truck, wait one hour after
shutting the engine off. After an hour, measure the
ambient temperature to determine the proper charging pressure. Refer to Table 2.
Example: Assuming the ambient temperature is
10C (50F), charge the accumulator to 9294 kPa
(1348 psi).
TABLE 2. Relationship Between Charging
Pressure and Ambient Temperature
Ambient
Temperature
Charging Pressure
70 kPa (10 psi)
-23C (-10F) and below
8232 kPa (1194 psi)
-17C (0F)
8412 kPa (1220 psi)
-12C (10F)
8584 kPa (1245 psi)
-7C (20F)
8763 kPa (1271 psi)
-1C (30F)
8943 kPa (1297 psi)
4C (40F)
9122 kPa (1323 psi)
10C (50F)
9294 kPa (1348 psi)
16C (60F)
9473 kPa (1374 psi)
21C (70F)
9653 kPa (1400 psi)
27C (80F)
9832 kPa (1426 psi)
32C (90F)
10 011 kPa (1452 psi)
38C (100F)
10 184 kPa (1477 psi)
43C (110F)
10 363 kPa (1503 psi)
49C (120F)
10 542 kPa (1529 psi)
NOTE: Pressures below 8232 kPa (1194 psi) are not

recommended. The low accumulator pressure warning switch activates at 7584 310 kPa (1100 45
psi).
J3-26
02/09 J03039
ACCUMULATOR STORAGE
Installation
The shelf life of bladders, under normal storage conditions, is one year. Normal storage conditions consist of the bladder being heat sealed in a black plastic
bag and placed in a cool, dry place away from the
sun, ultraviolet, and fluorescent lights, as well as
electrical equipment. Direct sunlight or fluorescent
light can cause the bladder to weather check and dry
rot, which appear on the bladder surface as cracks.
Follow this procedure when installing an accumulator that was in storage. This procedure also
applies to newly purchased accumulators.
1. Install the pressure gauges on the accumulator
and check the pressure. Refer to Accumulator
Charging in this chapter.

Only charge the accumulators to operating pressure while installed on the truck. DO NOT handle
the accumulator with a nitrogen charge greater
than 827 kPa (120 psi).
a. If the pressure is 165 kPa (24 psi) or less,

slowly drain off any nitrogen and proceed to
Step 2.
b. If the pressure is between 172 kPa (25 psi)
and 690 kPa (100 psi), set the regulator to
690 kPa (100 psi) and slowly charge the
accumulator to 690 kPa (100 psi). Disconnect the pressure gauges from the accumulator. Proceed to Step 7.
2. Remove the gauges from the accumulator.
1. If the accumulator has been rebuilt, ensure

there is approximately 1 liter (32 oz) of oil inside
the accumulator before pressurizing.
2. Charge the accumulator to 690-827 kPa (100120 psi). Refer to Accumulator Charging in this
chapter.
NOTE: Pressurizing the accumulator fully expands

the bladder and holds a film of oil against the inner
walls for lubrication and rust prevention.
3. The hydraulic port assembly must be covered
with a plastic plug, without threads, to prevent
contamination. DO NOT install a threaded plug
in the hydraulic port assembly.
4. Store the accumulator in an upright position.
3. Remove the plastic dust cap from the hydraulic

port assembly.
4. Lay the accumulator on a suitable work bench.
Pour 1 liter (32 oz) of clean C-4 hydraulic oil into
the accumulator through the hydraulic port
assembly. Allow time for the oil to disperse
inside of the accumulator.
5. Lay the accumulator flat and slowly roll the
accumulator two complete revolutions. This provides the necessary lubrication for charging.
6. Stand the accumulator upright and secure.
Install the pressure gauges and charge the
accumulator first to 172 kPa (25 psi), then to
690 kPa (100 psi). Remove the gauges from the
accumulator and install a plastic dust cap over
the hydraulic port assembly. The fill time to
reach 172 kPa (25 psi) is approximately two
minutes.
7. Install the accumulator on the truck.
8. Charge the accumulator to operating pressure.
Refer to Accumulator Charging in this chapter
to fully charge the accumulator to the correct
operating pressure.
J03039 02/09
J3-27
BRAKE COOLING VALVE (BCV)
Specifications: SAE 10W oil . . . . . . @50C 10C

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . (122 F 50 F)
Solenoid Valve Off:
Cracking Pressure: . . . . . 883 48 kPa @ 1 - 2 l/min
. . . . . . . . . . . . . . . . (128 7.1 psi @ 0.3 - 0.5 gpm).
..........................................
Reseat Pressure (Min.). . . . . . 786 kPa @ 1 - 2 l/min
. . . . . . . . . . . . . . . . . . . . . (114 psi @ 0.3 - 0.5 gpm)
Oil Leakage (Max.) . . . . . . . . 800 cc/min @ 586kPa
. . . . . . . . . . . . . . . . . . . . . . . . (27 oz/min @ 85 psi)
FIGURE 3-24. BCV SCHEMATIC

1. Main Spool Valve
3. Solenoid Valve
A: Pilot Port
B: Pilot Port
D: Pilot Port
E: From Pump
F: To Tank
FIGURE 3-25. BRAKE COOLING VALVE (BCV)
2. Valve Body
3. Solenoid Valve
4. Main Valve Spool
5. Restrictor Plate
J3-28
A: Pilot Port
B: Pilot Port
D: Pilot Port
E: From Pump
F: To Tank
02/09 J03039
RETARDER CONTROL LEVER

Due to frequent use and wear, retarder control lever
(5, Figure 3-26) may occasionally require adjustment
or repair.
Disassembly and Adjustment

1. Remove capscrews (7, Figure 3-27) and lockwashers (8) from the retarder control lever.
Removal
2. Remove potentiometer (9).
Adjustment of the retarder control lever or replacement of the potentiometer requires removal of the
assembly from the steering column.
3. Bend tangs on washer (11) away from slots in

locknut (10).
1. Tilt the steering wheel downward, and telescope the wheel towards the operator seat.
Remove the top cover from the steering column.
a. Lever Disassembly
If the retarder control lever is to be completely disassembled, loosen and remove
locknut (10). Remove tang washer (11),
spring (12), and washer (13).
1. Remove capscrews (1, Figure 3-26) and lockwashers (2) from steering column (4).
Remove set screw (14).
2. Disconnect the wiring harness from harness

connector (6) on the retarder control lever.
Remove the lever and shaft assembly. If necessary, unscrew lever (17) from shaft (16)
and handle (18).
3. Remove the retarder control lever.
Wash the mechanical parts in clean solvent

and inspect for excessive wear, burrs, or
scratches. Replace any defective parts.
Installation
1. Connect the wiring harness to harness connector (6, Figure 3-26) on retarder control lever (5).
2. Place the retarder control lever into position on
steering column (4).
3. Install capscrews (1) and lockwashers (2).
Tighten the capscrews to 4 Nm (36 lb in.).
4. Place the cover on the top of the steering column and return the steering wheel to its original
position.
5. Recalibrate the RCM.
b. Lever Adjustments
Rotational Friction Adjustment: The lever
must be adjusted so that frictional force will
hold the lever firmly in the position selected
by the operator. At the same time, the adjustment should not be so tight as to cause the
operator to use undue force to move the
lever. Loosen or tighten locknut (10) to attain
the proper frictional force 226 - 339 mNm (2
- 3 lb in.) at the handle.
The position of the lever should remain stationary without moving from its own weight or
due to machine vibrations during truck operation.
When the desired adjustment is obtained,
bend the tang on washer (11) into the slots
on locknut (10).
Detent Adjustment: The detent that holds the
lever in the OFF position can be adjusted, as
well. Loosen or tighten set screw (14) to
adjust the detent. The breakout force of the
detent must be between 1921 - 2260 mNm
(17 - 20 lb in.).
J03039 02/09
J3-29
FIGURE 3-26. RETARDER LEVER ASSEMBLY

1. Capscrew
2. Lockwasher
3. Bracket
4. Steering Column Assembly
5. Retarder Control Lever
6. Harness Connector
J3-30
7. Capscrew
8. Lockwasher
9. Potentiometer
10. Locknut
11. Tanged Washer
12. Disc Spring
13. Internal Tang Washer

14. Set Screw
15. Housing
16. Shaft
17. Lever
18. Handle
02/09 J03039
Potentiometer Check
Assembly
Potentiometer (9, Figure 3-27) is spring-loaded to the

OFF position. With the switch assembly removed
from the retarder control lever, make the following
checks:
1. Inspect the shaft bore and interior friction faces

in housing (15, Figure 3-27). Remove any
scratches or burrs, or replace the housing.
Lightly lubricate the surfaces with a Multi-Purpose EP NLGI Consistency #2 grease.
2. If handle (18) or lever (17) has been removed
from shaft (16), assemble as follows:
a. Apply Loctite #271 to the threads on each
end of lever (17).
b. Install the lever onto shaft (16). Hand tighten,
only!
c. Install handle (18) onto the lever. Hand
tighten, only!
FIGURE 3-27. POTENTIOMETER CONNECTOR

1. Obtain a 10 volt power supply for testing the
potentiometer.
2. Connect the positive lead to the supply terminal
on the potentiometer connector in Figure 3-28.
3. Connect the negative lead to the ground terminal on the connector.
4. Connect a voltmeter to the signal and ground
connections.
5. Measure and record the OFF position signal
voltage.
6. Rotate the potentiometer clockwise to the full
ON position. Measure and record the signal
voltage.
7. Determine whether the potentiometer falls
within the specifications. When the potentiometer is in the OFF position, the signal voltage
must be within 5 - 15% of input voltage. When
the potentiometer is in the full ON position, the
signal voltage must be within 75 - 95% of input
voltage.
% of input voltage =
signal voltage
input voltage
3. Insert the lever, handle, and shaft assembly into

housing (15).
4. Install washer (13), new spring (12) [with the
outer spring diameter against washer (13), tang
washer (11), and locknut (10) onto shaft (16).
5. Tighten and secure locknut (10) as described in
Step 3.b. of Disassembly and Adjustment.
6. Move the lever to the full OFF (up) position.
Align the slot in potentiometer (9) with the key
on shaft (16) and rotate the potentiometer until
the capscrew holes line up with the housing.
Install washers (8) and capscrews (7) to secure
the potentiometer to the housing. Tighten the
socket head capscrews to 1356 - 1695 mNm
(12 - 15 lb in.).
7. Install set screw (14). Refer to Step 3.b. of Disassembly and Adjustment for adjustment procedures.
8. Install the retarder control lever on the steering
column. Refer to Installation.
) x 100
NOTE: With a 10 volt power supply, the

potentiometer voltage specifications are as follows:
OFF position . . . . . . . . . . . . . . . . . . . . 0.5 - 1.5 volts
Full ON position . . . . . . . . . . . . . . . . . . 7.5 - 9.5 volts
8. Replace the potentiometer if it does not meet
these specifications.
J03039 02/09
J3-31
Retard Lever Calibration

2. Move the brake lock switch to the ON position.
3. Move the auxiliary brake switch to the ON position.
4. Move the retarder lever to the fully applied position and then back to the fully released position
a minimum of three times.
5. Move the brake lock switch to the OFF position.
6. Move the auxiliary brake switch to the OFF
position.
7. Access the real time monitor display items and
monitor {33900 - retard lever} output. Refer to
Section D, Machine Monitor for instructions on
accessing the real time monitor.
8. Read and record the displayed retarder lever
voltage with the lever in the released position.
9. Move the lever to the fully applied position.
Read and record the displayed retarder lever
voltage.
10. Access {33901 - retard lever off} on the real
time monitor. Move the retarder lever back to
the fully released position. Read and record the
value.
11. Access {33902 - retard lever on} on the real time
monitor. Move the retarder lever to the fully
applied position. Read and record the value.
12. If the voltages recorded in Steps 8 & 10 match
and the voltages recorded in Steps 9 & 11
match, the retard lever is properly calibrated. If
the voltage readings do not match, the retarder
lever has not been properly calibrated. Repeat
the calibration process.
J3-32
02/09 J03039
SECTION J4
BRAKE CIRCUIT CHECKOUT
INDEX
BRAKE CIRCUIT CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3

REQUIRED EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
BRAKE CIRCUIT TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4
Initial System Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-4
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
Low-Brake Pressure and Auto-Apply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
Validation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-8
BRAKE CIRCUIT TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-11
J04039 03/10
Brake Circuit Checkout
J4-1
NOTES
J4-2
03/10 J04039
BRAKE CIRCUIT CHECK-OUT

This chapter outlines a procedure to test the entire
functionality of the brake system. The outline lists criteria that must be duplicated for the braking system
to be considered operational. Follow the procedure
to check the system. Refer to Brake Circuit Troubleshooting in this chapter for help in diagnosing system
malfunctions.
REQUIRED EQUIPMENT
The following equipment will be necessary to properly check the hydraulic brake circuit:
Hydraulic brake schematic. Refer to Section R.
Calibrated pressure gauges:
Four, 0 - 21 000 kPa (0 - 3000 psi) range.
Hoses long enough to reach from the brake
cabinet to the inside of the operator's cab for
each pressure gauge.
Clear plastic hose and a bucket for brake

bleeding.
seek medical treatment by a physician familiar
with this injury, immediately.
Accumulator charging kit with gauges and dry

nitrogen. Refer to Section M, Special Tools
NOTE: A gas intensifier pump will be required, if
using "T type" nitrogen bottles.
PREPARATION
The following items must be performed before proceeding with brake system checks.
J04039 03/10
1. Perform the steering system check to verify

source pressure for the brake system is correct.
Refer to Section L, Hydraulic Checkout Procedure.
2. The parking brake and slack adjusters must be
properly adjusted. Refer to Section J, Parking
Brake.
3. The brake accumulators must be properly
charged. Refer to Section J, Brake Circuit Component Service.
J4-3
BRAKE CIRCUIT TESTING

Perform the following steps to verify the brake system is operating properly.
Included later in this chapter are data sheets to
record the test information. The data sheets can be
removed, copied, and used during the check. Steps
identified with an asterisk (*) must be recorded on the
data sheet.
Initial System Setup

1. Install pressure gauges at:
a. Front brake test port (FB, Figure 4- 1)
b. Rear brake test ports (RBL, RBR, Figure 41)
2. Close both accumulator bleeddown valves.

3. Check the position of the retarder lever and the
ARSC switch. Both devices must be off.
4. * Start the engine to fill the accumulators with
oil. Observe the rising brake pressure as the
system charges. Brake pressure should begin
to fall when the auto apply valve releases. The
proper pressure during auto apply release is
11 376 690 kPa (1650 100 psi). This specification is applicable for both the front and rear
circuits. Record the brake pressures as the auto
apply releases.
5. At this point, the brakes must be bled to remove
trapped air. Refer to Section J, Brake Bleeding.
c. Low accumulator pressure test port (LAP1,

Figure 4- 2)
FIGURE 4-1. TEST MANIFOLD

J4-4
2. Manifold
03/10 J04039
FIGURE 4-2. BRAKE MANIFOLD TEST PORTS

1. Test Ports
2. Brake Manifold
Parking Brake
NOTE: Move the pressure gauge from the LAP1 test
port to the parking brake or PK2 port on the brake
manifold.
8. Cycle the parking brake switch several times to

ensure crisp applications and release of the
brake (pressure). Verify proper functioning of
the pilot light.
6. Ensure the parking brake and automatic slack

adjusters are properly adjusted. Refer to section J, Brake System, Parking Brake.
9. * Release the brakes. Apply the auxiliary brake

switch. Ensure that the switch actuates both the
parking brake and the service brakes. Release
the parking brake using the parking brake
switch. Record the parking brake pressure (the
pressure should be zero), front brake pressure,
left rear brake pressure, and right rear brake
pressure. Apply the parking brake and release
the auxiliary brake.
7. * Apply the brake lock or depress the brake

pedal to hold the truck stationary. Release the
parking brake. Record the parking brake
release pressure. The proper pressure is
18 961 345 kPa (2750 50 psi). Verify that
the parking brake pilot light on the dash turns
off.
J04039 03/10
Move the pressure gauge from the parking

brake circuit back to the LAP1 port.
J4-5
10. * Quickly and completely depress the brake

pedal. Check the front and rear brake pressures. The correct pressure for the front and
rear is 14 479 517 kPa (2100 75 psi) within
one second. Record the front and rear brake
pressures. Holding the pedal fully applied, both
pressures must remain above 13 962 kPa
(2025 psi) for a minimum of 20 seconds.
11. * Release the brake pedal. Brake pressure must
return to zero within two seconds with no residual pressure trapped in the brakes. Record the
pressures.
Brake Lock
12. * Apply the brake lock. Proper rear brake pressure is 14 479 690 kPa (2100 100 psi).
Front brake pressure must be zero. Record the
brake pressures.
13. Cycle the brake lock several times to ensure
crisp application and release of brake pressure.
Low-Brake Pressure and Auto-Apply

14. Shut the engine off. Allow the steering accumulators to completely depressurize. Locate the
steering pressure switch beneath the steering
accumulators on the LH frame rail. Place a
jumper wire across the pressure switch connector to disable the switch.
15. * Start the engine to fill the accumulators with
oil. Allow the engine to operate until accumulator pressure stabilizes at or above 18 616 kPa
(2700 psi). Shut the engine off. Turn the key
switch back to the ON position. Slightly open
the front accumulator bleeddown valve to allow
the pressure to dissipate. Observe the pressure
at the LAP1 port while monitoring the dash
panel. The low brake pressure warning lamp
must illuminate at 12 755 517 kPa (1850 75
psi).
16. * Brake pressures should begin to rise (auto

apply) when LAP1 reaches 9653 586 kPa
(1400 85 psi). Record the front and rear brake
pressures when auto apply is actuated.
17. * Continue to allow the front accumulator to
depressurize. When discharged, the brake
lights and the retard lights should illuminate.
The illumination of the lights confirms operation
of the normally closed pressure switch that
actuates at 6722 172 kPa (975 25 psi).
Close the bleeddown valve for the front brake
accumulator.
18. * Start the engine to recharge the hydraulic system. Verify that the low brake pressure warning
lamp and the warning buzzer turn off at the
same time. Record the LAP pressure when the
warning indicators turn off. Allow the engine to
operate until the brake accumulator pressure
stabilizes at or above 18 616 kPa (2700 psi).
19. * Shut the engine off. Allow the steering accumulator to completely depressurize. Turn the
key switch to the ON position. Slightly open the
rear brake accumulator bleeddown valve and
observe the LAP1 pressure. Verify that the low
brake pressure warning lamp illuminates within
690 kPa (100 psi) of the pressure recorded in
Step 15.
20. * Verify that the brake pressures begin to rise
(auto apply) when LAP1 is within 690 kPa (100
psi) of the pressure recorded in Step 16.
Record the front and rear brake pressures when
auto apply is actuated.
21. Close the rear brake accumulator bleeddown
valve. Remove the jumper from the steering
pressure switch connector. Connect the harness connector to the pressure switch.
NOTE: The warning buzzer will not sound when the

engine is off.
J4-6
03/10 J04039
Validation
22. Start the engine to recharge the hydraulic system. Allow the engine to operate until the low
brake accumulator pressure stabilizes at or
above 18 616 kPa (2700 psi).
23. * Shut the engine off, but leave the key switch in
the ON position. Slowly depress the brake
pedal every 15 seconds until the low brake
accumulator pressure warning illuminates.
Record the number of brake applications before
the activation of the low brake accumulator
pressure warning. The warning should not illuminate before the sixth brake application.
Retarding
24. Install pressure gauges at:
a. Front brake test port (FB, Figure 4- 1)
b. Rear brake test ports (RBL, RBR, Figure 41)
c. Low accumulator pressure test port (LAP1,
Figure 4- 2)
25. Start the engine to recharge the hydraulic system. Allow the engine to operate until the low
brake accumulator pressure stabilizes at or
above 18 616 kPa (2700 psi).
26. * Move the retarder lever to full retard. Verify
that the front and rear brake pressures are at
14 479 869 kPa (2100 126 psi) within 1 second. Record the front and rear brake pressures.
With the lever still at full retard, the brake pressures should remain above their minimum values for a minimum of 20 seconds.
27. * Quickly return the retarder lever to OFF. The
front and rear brake pressures should return to
zero within 2 seconds. No residual pressure
trapped in the brakes is allowed. Record the
pressures.
J04039 03/10
J4-7
BRAKE SYSTEM DATA SHEET
INITIAL SYSTEM SET UP
Step 4
_______________
Front brake pressure when auto apply releases: 11 376 690 kPa
(1650 100 psi)
_______________
Left rear brake pressure when auto apply releases: 11 376 690 kPa
(1650 100 psi)
_______________
Right rear brake pressure when auto apply releases: 11 376 690
kPa (1650 100 psi)
PARKING BRAKE SYSTEM
Step 7
_______________
Parking brake release pressure: 18 961 345 kPa (2750 50 psi)
Step 9
_______________
Parking brake pressure with emergency brake applied: 0 kPa (0 psi)
_______________
Front brake pressure with emergency brake applied: 0 kPa (0 psi)
_______________
Left rear brake pressure with emergency brake applied: 0 kPa (0 psi)
_______________
Right rear brake pressure with emergency brake applied: 0 kPa

(0 psi)
SERVICE BRAKE SYSTEM
Step 10
_______________
Front brake pressure (pedal applied): 14 479 517 kPa

(2100 75 psi)
_______________
Left rear brake pressure (pedal applied): 14 479 517 kPa

(2100 75 psi)
_______________
Right rear brake pressure (pedal applied): 14 479 517 kPa

(2100 75 psi)
Step 11
J4-8
_______________
Front brake pressure (pedal released): 0 kPa (0 psi)
_______________
Left rear brake pressure (pedal released): 0 kPa (0 psi)
_______________
Right rear brake pressure (pedal released): 0 kPa (0 psi)
03/10 J04039
BRAKE LOCK
Step 12
_______________
Front brake pressure (brake lock applied): 0 kPa (0 psi)
_______________
Left rear brake pressure (brake lock applied): 14 479 690 kPa
(2100 100 psi)
_______________
Right rear brake pressure (brake lock applied): 14 479 690 kPa
(2100 100 psi)
LOW BRAKE PRESSURE AND AUTO APPLY
Step 15
_______________
LAP pressure when warning lamp illuminates: 12 755 517 kPa

(1850 75 psi)
Step 16
_______________
LAP pressure when auto apply occurs: 9653 586 kPa (1400 85
psi)
_______________
Front brake pressure after auto apply: 9653 586 kPa (1400 85 psi)
_______________
Right rear brake pressure after auto apply: 14 479 690 kPa (2100
100 psi)
_______________
Left rear brake pressure after auto apply: 14 479 690 kPa (2100
100 psi)
Step 17
_______________
LAP pressure when brake and retard lights illuminate: 6722 172
kPa (975 25 psi)
Step 18
_______________
LAP pressure when warning lamp and buzzer turn off: 12 755 517
kPa (1850 75 psi)
Step 19
_______________
LAP pressure when warning lamp turns on: within 690 kPa (100 psi)
of the pressure recorded in Step 15
Step 20
_______________
LAP pressure when auto apply occurs: within 690 kPa (100 psi)
of the pressure recorded in Step 16
_______________
Front brake pressure after auto apply: 14 479 690 kPa (2100 100
psi)
_______________
Right rear brake pressure after auto apply: 9653 586 kPa (1400 85
psi)
_______________
Left rear brake pressure after auto apply: 9653 586 kPa (1400 85
psi)
J04039 03/10
J4-9
VALIDATION
Step 23
_______________
Number of applications to LAP pressure warning: 6 or more
_______________
Front brake pressure (retarder applied): 14 479 869 kPa (2100 126
RETARDING
Step 26
psi)
_______________
Left rear brake pressure (retarder applied): 14 479 869 kPa (2100
126 psi)
_______________
Right rear brake pressure (retarder applied): 14 479 869 kPa

(2100 126 psi)
Step 27
_______________
Front brake pressure (retarder off): 0 kPa (0 psi)
_______________
Left rear brake pressure (retarder off): 0 kPa (0 psi)
_______________
Right rear brake pressure (retarder off): 0 kPa (0 psi)
Machine __________________
Unit No. _______________
S/N ______________
Name of Inspector ___________________________________
J4-10
03/10 J04039
BRAKE CIRCUIT TROUBLESHOOTING

POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
PROBLEM: The Brakes are Locked, Service and/or Parking

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

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

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

Internal malfunction of modulating section of brake
valve.
Remove, disassemble, clean, and inspect brake

valve.
Supply pressure is low.
Check steering/brake pump system and accumulators.
Improper collar adjustment on brake valve.
Adjust collars according to instructions.
PROBLEM: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied
Short in electrical system.
Check wiring.
Brake accumulator bleeding down.
Bleeddown valve open; close valve.
Differential pressure switch defective.
Check brake valve; replace switch assembly.
J04039 03/10
J4-11
POSSIBLE CAUSES
PROBLEM: A Low Brake Pressure Warning Occurs When Brakes are Applied
Leak or other malfunction in one brake circuit.
Inspect brake system and repair leaks.
Brake valve balance is out of adjustment.
Replace the switch.
A relay valve is defective
Inspect and repair relay valve(s)
PROBLEM: Differential Pressure Warning Circuit activates Briefly When Brakes are Applied or Released
Brake valve out of balance (not tracking).
Replace the switch.
Accumulator precharge/leak.
Check accumulators and recharge if necessary.
Problem in brake valve subassembly.
Remove, disassemble, clean, and inspect brake

valve assembly or replace it.
Relay valve defective
Inspect and repair relay valve(s)
Air in one brake circuit.
Bleed brakes.
Minor leak in one circuit.
Inspect brake system and repair leaks.
PROBLEM: The Differential Pressure Warning Circuit is not Operating

Low brake pressure lamp is burned out.
Replace bulb.
Electrical problem.
Check switch circuit wiring.
Differential pressure switch is defective.
Replace switch assembly.
Problem in brake valve assembly.
Remove, disassemble, clean, and inspect, or

replace brake valve.
Retard Control Monitor defective
Replace RCM.
PROBLEM: The Low Pressure Warning Circuit Not Operating Properly

The low brake pressure lamp is burned out.
Replace the bulb.
The electrical circuit is open.
Check switch circuit wiring.
Pressure switch defective.
Replace the pressure switch.
J4-12
03/10 J04039
POSSIBLE CAUSES
PROBLEM: Trucks veers to Left (or Right) when brakes are applied.
Hoses between proportional pressure control valve
(PPC) and rear relay valve are crossed.
Reconnect hoses to correct ports.
Malfunction in one proportional pressure control

valve circuit.
Rebuild or replace PPC valve.
Malfunction in rear relay valve.
Rebuild or replace relay valve.
RCM requires calibration.
Calibrate. Refer to RCM Calibration in this chapter.
PROBLEM: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Excessive internal leakage in a component.
Check all steering and brake system components.
Steering accumulator precharge too high or too low.
Check steering accumulator precharge.
Brake valve plumbed incorrectly.
Correct plumbing.
Internal leakage in brake valve assembly.
Replace brake valve assembly.
Internal leakage in relay valve assembly.
Rebuild or replace relay valve
Steering/brake pump is worn.
Rebuild or replace pump.
Pump compensator not adjusted correctly.
Adjust pump pressure control.
J04039 03/10
J4-13
POSSIBLE CAUSES
PROBLEM: Low Pressure Warning is On Even Though System Pressure is Proper

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

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

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

Defective seal on top of brake valve.
J4-14
Replace the seal.
03/10 J04039
SECTION J5
FRONT WET DISC BRAKES
INDEX
FRONT WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3

BRAKE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Checking Disc Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
FRONT BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-8
Floating Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-11
BRAKE BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-14
J05022
Front Wet Disc Brakes
J5-1
NOTES
J5-2
J05022
FRONT WET DISC BRAKES

The oil cooled wet disc brakes mounted on the front
wheels are similar in design and operation to the rear
wet disc brakes.
The front brake assembly uses the following major
components (refer to Figure 5-1):
Twelve friction discs (4)

Eleven separator plates (3)
Two damper discs (2)
Piston (1)
Cylinder (8)
Ring gear (7)
Wheel Hub (5)
Floating seal (6)
Ring gear (7) is internally splined to retain the dampers (2) and separator plates (3). The separator plates
are alternately placed between the friction discs (4).
The friction discs are splined to wheel hub (5).
The inboard side of the assembly contains piston (1)
which is activated by hydraulic pressure supplied by
the brake valve through the front relay valve. As
hydraulic pressure is applied, the piston moves to
compress the rotating friction faced discs against the
stationary steel discs. The friction forces that are
generated resist the rotation of the wheel hub/wheel.
As hydraulic pressure increases, friction forces are
increased and wheel rotation is slowed until maximum force is reached and the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The low pressure cooling circuit is completely isolated from the high pressure, piston apply circuit.
Cooling oil flows from the hydraulic tank to the tandem front and rear brake cooling pump. Cooling oil
flows from one section of the pump to the front wet
disc brake cooling circuit.
J05022
FIGURE 5-1. FRONT DISC BRAKE ASSEMBLY

(Installed on spindle with wheel hub)
1. Piston
2. Damper
3. Separator Plate
4. Friction Disc
5. Front Wheel Hub

6. Floating Seal
7. Ring Gear
8. Cylinder
J5-3
BRAKE MAINTENANCE
A Brake Cooling Valve (BCV) is located in the circuit.
If activated (no brake apply signal) 50% of the cooling oil will be routed directly back to tank. If the BCV
is not activated (due to the presence of a brake signal) then 100% of the oil is routed through the front
brake cooling oil circuit.
After the cooling oil has passed through the brake,
the oil is routed through a one way orifice check
valve. This valve provides a back pressure of 448
kPa (65 psi) in the front brake cooling circuit. Cooling
oil pressure returns the piston when the brakes are
not applied.
NOTE: If cooling oil pressure falls below 448 kPa (65
psi), the piston may not fully release the brake discs
causing premature wear.
After passing through the check valve, cooling oil
flows through the heat exchanger and then back to
tank.
Brake disc wear must be checked every 1000 hours.

using the wear indicator tool. Refer to Section M,
Special Tools. The brake disc wear indicator tool is
inserted in the wear gauge port on the inside of the
brake assembly. Figure 5-2 shows the front brake
location. Refer to Rear Wet Disc Brakes in this section for rear wheel plug location.
Checking Disc Wear
1. Place the shift lever in NEUTRAL, apply the
parking brake, and turn the key switch to OFF.
Allow the steering accumulators to depressurize. Chock the wheels.
2. Open the bleeddown valves on the brake manifold in the hydraulic cabinet to relieve pressure
from the brake accumulators. Close the valves
after pressure is relieved.
Before removing wear gauge plugs, depressurize

system accumulators before opening hydraulic
circuits or installing test gauges.
3. Thoroughly clean the exterior of the brakes,
especially the area surrounding the wear gauge
plugs.
4. Remove wear gauge plug (4, Figure 5-2) and
install the wear gauge as shown in Figure 5-3.
5. Start the engine and allow the steering system
to stabilize and the brake accumulators to fill.
J5-4
J05022
6. While fully applying the service brake pedal,

check brake wear as follows:
a. Push the wear gauge in until it contacts the
brake piston. Check the position of front
brake marker (3, Figure 5-3). If the marker
goes in beyond the face of the case (5), the
disc pack is worn beyond maximum wear
limits. The brakes must be repaired.
b. If the marker does not go beyond the face of
the case, brake disc wear is still within allowable limits.
NOTE: If the mark is close to the face, perform more
frequent inspections.
7. Release the brakes. Shut off the engine, and
allow the steering accumulators to depressurize. Open the brake accumulator bleeddown
valves to relieve pressure from the brake system. Close the valves after all pressure is
relieved.
FIGURE 5-2. TOOL INSTALLATION LOCATION
1. Front Brake Assembly
2. Cooling Oil Ports
3. Bleeder Plugs
4. Wear Gauge Plug
8. Remove the wear indicator tool and install wear

gauge plug (4, Figure 5-2).
9. Repeat this procedure for the remaining front
brake. Refer to Section J, Rear Wet Disc
Brakes for instructions on checking rear brake
wear.
NOTE: Checking disc wear in all four brake
assemblies is recommended. Disc wear in one brake
assembly may be different from the other due to
dissimilar operation of parts and/or haul profiles.
10. Refill the hydraulic tank, as required.

11. If brake repairs are necessary, refer to the
rebuild instructions in this section and in section
J6 for the rear brakes.
FIGURE 5-3. BRAKE WEAR TOOL

1. Handle
2. Rod
3. Front Brake Marker
J05022
4. Rear Brake Marker

5. Face of the Case
Brake assemblies on the same axle must be

rebuilt at the same time. DO NOT rebuild brake
assemblies individually.
J5-5
FRONT BRAKE ASSEMBLY

Removal
1. The wheel hub and brake must be removed as
an assembly. Remove the front wheel hub and
brake, then remove the wheel hub. Refer to
Section G, Front Wheel Hub and Spindle.
2. Position the brake assembly on the floor as
shown in Figure 5-4 to prepare for disassembly.
Installation
1. The wheel hub and brake must be installed as
an assembly. Install the assembly onto the spindle. Refer to Section G, Front Wheel Hub and
Spindle for instructions.
Disassembly
NOTE: Etch orientation marks onto the profile of
major exterior components before disassembly to
ensure correct assembly.
1. Position the brake assembly on a clean work
surface as shown in Figure 5-4.
2. Attach lifting apparatus to seal retainer (2). The
weight of the retainer is approximately 23 kg (51
lb). Lift the retainer off of the brake.
3. Remove lip seal (3), O-ring (15) and floating
seal (4) from the retainer.
4. Remove capscrews and flatwashers (5) from
brake hub (6).
5. Attach lifting apparatus to brake hub (6). The
weight of the hub is approximately 62 kg (137
lb). Lift the hub off of the brake.
6. Remove O-ring (1) and floating seal (4) from the
brake hub.
FIGURE 5-4. BRAKE ASSEMBLY

1. O-Ring
2. Seal Retainer
3. Lip Seal
4. Floating Seal
6. Brake Hub
7. Ring Gear
8. Separator Plate
9. Friction Disc
10. Damper
12. Piston
13. O-Ring
14. Cylinder
15. O-Ring
16. Piston Seals
17. O-Ring
7. Remove the brake discs. The brake contains

two dampers (10), eleven separator plates (8)
and twelve friction discs (9). Note the orientation and order of the discs for assembly. The
discs must be reassembled correctly to ensure
proper oil flow.
J5-6
J05022
8. Remove capscrews and flatwashers (11).

9. Attach lifting apparatus to ring gear (7). The
weight of the gear is approximately 99 kg (218
lb). Lift the gear off of cylinder (14).
10. Remove piston (12). If piston removal is difficult,
use air pressure to push the piston out of the
cylinder bore. Remove two piston seals (16)
from the piston.
11. Remove two O-rings (3, Figure 5-5) from the
bleeder ports.
12. Remove O-ring (13) and O-ring (17) from cylinder (14).
13. Discard lip seal (3) and all O-rings.

1. Clean all parts thoroughly prior to inspection.
2. Remove and discard the O-rings from each
floating seal (4, Figure 5-4). Inspect the polished mating surfaces of the seal ring for
scratches or other damage. Inspect the contact
band on the mating faces to determine the
amount of wear.
A new seal has a contact band (dimension "A",
Figure 5-6) approximately 1.6 mm (0.06 in.)
wide. As wear occurs, the contact band will
widen slightly as shown by dimension "B". The
band widens and migrates inward until the
inside diameter is reached. At this point, the
entire seal assembly must be replaced.
Remaining seal life can be estimated by the
width of the contact band.
FIGURE 5-6. SEAL WEAR PROGRESSION

FIGURE 5-5. BLEEDER PORT O-RINGS
1. Cylinder
2. Bleeder
3. O-Ring
4. Gear
3. Inspect cylinder (14, Figure 5-4) for nicks or

scratches in the seal area. If nicks or scratches
cannot be removed by polishing, replace the
cylinder.
4. Inspect the piston and the seal grooves for
damage.
5. Inspect the friction discs, separator plates, and
damper plates for friction material wear, warping and tooth wear. Refer to Table 1 for wear
limits.
J05022
J5-7
Assembly
TABLE 1. FRONT BRAKE INSPECTION
ITEM
NEW
WEAR LIMIT
Separator Plate
2.4 mm
(0.095 in)
2.15 mm
(0.085 in)
Disc
5.1 mm
(0.201 in)
4.6 mm
(0.181 in)
Damper
6.9 mm
(0.272 in)
5.1 mm
(0.201 in)
Disc
Warping
0.45 mm
(0.018 in)
0.7 mm
(0.028 in)
Separator Plate
Warping
0.50 mm
(0.012 in)
0.7 mm
(0.028 in)
Assembled
Thickness of Discs
And Plates
101.4 mm
(3.992 in)
93.4 mm
(3.667 in)
NOTE: Before assembling the floating seals, use

alcohol to remove the white powder from the O-ring
surfaces.
1. Refer to Floating Seal Installation in this chapter
for proper seal installation instructions.
a. Install the floating seals in seal retainer (2,
Figure 5-4) and brake hub (6).
b. After installing the floating seal in the hub,
measure dimension "A" (Figure 5-7). Measure from the top of the hub to the top of the
seal ring at four places around the circumference. Verify that the measurement is within 1
mm (0.039 in). Adjust the seal as necessary
to meet this criteria.
c. Repeat this process for dimension "A" on the
seal retainer. The four measurements must
be within 1 mm (0.039 in). Adjust the seal as
necessary to meet this criteria.
FIGURE 5-7. SEAL INSTALLATION

NOTE: When assembling the brake, use the etch
marks made during disassembly to properly orient
components.
NOTE: Use new seals and O-rings during assembly.
J5-8
J05022
FIGURE 5-8. ASSEMBLING THE BRAKE

1. Ring Gear
2. Brake Hub
3. Seal Retainer
4. Wheel Hub
5. Floating Seals
2. Apply Loctite # 648 to the outside circumference of lip seal (3, Figure 5-4). Use a press and
pusher tool to install the lip seal in brake hub
(6). Lubricate the lip area with clean hydraulic
oil.
3. Lubricate O-ring (1) with clean hydraulic oil and
install onto brake hub (6).
4. Lubricate O-ring (15) with clean hydraulic oil
and install into seal retainer (2).
5. Position wheel hub (4, Figure 5-8) on the floor
as shown.
6. Lubricate the sliding surfaces of the floating
seals with clean engine oil (SAE 30-40).
J05022
7. Attach lifting apparatus to seal retainer (3). The

weight of the retainer is approximately 23 kg (51
lb). Lift the retainer onto the wheel hub. Verify
that the retainer is properly seated in the hub.
8. Attach lifting apparatus to brake hub (2). The
weight of the hub is approximately 62 kg (137
lb). Lift the hub into position on the assembly.
9. Check the position of the floating seals. Measure dimension (C, Figure 5-9) in four places.
The distance must be 90 1 mm (3.54 0.039
in.). Adjust as necessary.
10. Attach lifting apparatus to ring gear (1, Figure 58). The weight of the gear is approximately 99
kg (218 lb). Lift the gear into position onto brake
hub (2).
J5-9
11. Install cap screws and washers (6). Tighten the

12. The front brake contains eleven separator
discs, twelve friction discs. and two dampers.
Install the discs in the following order:
a. Insert the first damper disc. Place the cork
face against the piston.
b. Insert a friction disc.
c. Insert one separator plate. Align the notches
with the damper disc notches as noted during disassembly.
d. Continue installing separator plates separated by friction discs. The internal teeth
must be kept in alignment when the friction
discs are installed.
e. Install the remaining damper disc. Place the
cork side facing upward against the brake
hub. Align the notches with the separator
plates.

1. Brake Hub
2. Seal Retainer
13. Lubricate piston seals (16, Figure 5-4) with

clean hydraulic oil and install onto piston (12).
14. Place piston (12) into position on the brake
discs.
15. Lubricate O-ring (17) with clean hydraulic fluid
and install onto cylinder (14).
16. Lubricate two O-rings (3, Figure 5-5) with clean
hydraulic oil and install onto ring gear (7, Figure
5-4). The two O-rings seal the ports between
the ring gear and the cylinder.
17. Install guide studs into the ring gear. Failure to
use guide studs could cause the O-rings
between the bleeder ports to be twisted during
assembly.
18. Attach lifting apparatus to cylinder (14). The
weight of the cylinder is approximately 132 kg
(291 lb). Lift the cylinder into position on the
brake.
19. Install cap screws and flatwashers (11). Tighten
the cap screws to 549 58 Nm (405 43 lb ft).
20. Lubricate O-ring (13) with clean hydraulic fluid
and install onto cylinder (14).
J5-10
J05022
Floating Seal Installation

Failures are usually caused by combinations of factors rather than one single cause. Most failures are a
result of assembly error. Adhere to the following
instructions to properly install floating seals.
Floating seals must be installed in matched

pairs. The seal rings must either be new or have
been previously mated together in operation. DO
NOT mate a new ring with a used ring, or two
used rings that have not previously been mated
together. Always install new toric rings (O-rings).
1. Inspect the seal surfaces and mounting cavities

for scratches or nicks that may damage the
seals. If scratches are present, hone and clean
the damaged area.
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 a non-petroleum base, rapid
drying solvent that leaves no film. Allow surfaces to dry completely. Use clean, lint-free
material such as "Micro-Wipes #05310" for
cleaning and wiping.
NOTE: Oil from adjacent bearing installations or seal
ring face lubrication must not get onto the ramp or
the toric. Oil is not allowed on the seals until after
both seal rings are together in their final assembled
position.
2. Install the rubber toric on the seal ring, and
ensure it is straight. Verify 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 must be straight and uniform around
the toric.
FIGURE 5-10. SEAL TERMINOLOGY

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

7. Seal Ring Ramp
8. Seal Ring Retainer Lip
Handle the seal carefully. Nicks and scratches on
the seal ring face cause leaks.
J05022
J5-11
3. Verify that the surfaces of both the toric ring and

the housing ramp are clean. Spray solvent on
the toric ring.
4. With all surfaces of the toric ring wet, use an
installation tool to push the toric ring under the
housing retaining lip.
NOTE: Refer to Section M, Special Tools, for
information on floating seal installation tools.
Toric rings can twist during adjustments or if

there are burrs or fins on the housing retaining
lip. Verify the rings are not twisted. A bulging or
cocked seal will lead to eventual failure.
TWISTED TORIC RING
5. Use a vernier caliper to check the variation of

the assembled height. Check the assembled
height in four places, 90 apart. Height variation
around the assembled ring must be within 1.0
mm (0.0391 in).
If the assembled height variation is more than
1.0 mm (0.0391 in), remove the toric ring and
repeat the installation.
When properly assembled, toric rings will roll on

the ramps during operation. The toric rings must
not be allowed to slip on the ramps of either the
seal ring or the housing. To prevent slippage,
wait at least two minutes. Let the solvent evaporate before further assembly. If correct installation is not obvious, repeat the installation.
ASSEMBLED HEIGHT
J5-12
CORRECT INSTALLATION
J05022
7. Apply a thin film of clean engine oil (SAE 30-40)

on the seal faces. Use a lint-free applicator or a
clean finger to distribute the oil evenly. DO NOT
allow oil to come in contact with the rubber toric
rings or their mating surfaces.
Before assembling both the seals and housing
together, wait at least two minutes. Let all solvent evaporate. Solvent may still be trapped
between the toric and the housing ramp.
INCORRECT INSTALLATION
6. Wipe the polished metal seal surfaces with

clean solvent to remove any foreign material or
fingerprints. No foreign particles of any kind are
allowed on the seal ring faces. Something as
small as a paper towel fiber will hold the seal
faces apart and cause leakage.
J05022
J5-13
10. During assembly, ensure both housings are in

correct alignment, are square and concentric.
Move the parts slowly and carefully toward each
other. Do not slam, bump or drop the seals
together. High impact can damage the seal face
and cause leakage.
BRAKE BLEEDING
1. Chock the wheels.
2. Verify that the brake hydraulic circuit is functioning properly. Refer to Section J, Brake Circuit
Checkout.
3. Verify that the bleed-down valves on the brake
manifold are closed.
4. Check the hydraulic tank oil level and fill, if necessary.
5. Start the engine and allow the accumulators to
fill.
6. Install a clear hose onto a bleed valve on the
back of the brake housing. Route the hose to a
container.
7. With the brake pedal partially depressed, slowly
open the bleed valve. Bleed valve (2, Figure 511) vents the cooling oil. Bleed valve (1) vents
the piston. Close the bleeder valve when clear
oil (free of air/bubbles) exits the bleeder. Repeat
at the remaining valve.
FIGURE 5-11. BLEEDER PORTS

1. Piston Bleed Valve
2. Brake Cooling Bleed

Valve
10. Repeat at the remaining brake housings.

11. Shut the engine off, and allow the steering accumulators to depressurize.
12. Check the hydraulic tank oil level and fill as necessary.
J5-14
J05022
SECTION J6
REAR WET DISC BRAKES
INDEX
REAR WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4
Checking Brake Disc Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J6-4
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-6
BRAKE REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9
Floating Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-11
WET DISC BRAKE BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
J06023
Rear Wet Disc Brakes
J6-1
NOTES
J6-2
J06023
REAR WET DISC BRAKES

DESCRIPTION
A wet disc brake assembly, similar to the front wheel
brakes, is mounted on both sides of the differential
on the final drive housing, inboard from the wheel
hub and planetary drive. This assembly contains the
following major components (refer to Figure 6-1):
Dynamic retarding is also a function of the brakes.

When the retarder lever is actuated, both the front
and rear wheel brakes apply. Dynamic retarding is
used to slow the truck during normal truck operation
or to control speed while descending a grade.
Ring gear (4)

Inner gear (9)
Two damper discs (16)
Six separator plates (12)
Seven friction discs (13)
Piston assembly (3)
Floating seal assembly (5)
OPERATION
Housing (4, Figure 6-1) is internally splined to retain
steel damper (16) and separator discs (12). The separator discs are alternately placed between the friction faced discs (13) which are splined to rotating
inner gear (9). The inboard side of the assembly contains piston assembly (3) which is actuated by
hydraulic pressure from either the service brake treadle valve or the retarder. As hydraulic pressure is
applied, the piston moves and compresses the rotating friction faced discs against the stationary steel
discs. The friction forces that are generated resist the
rotation of the wheels. As hydraulic pressure
increases, friction forces are increased and wheel
rotation is slowed until 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 isolated from the high-pressure
piston apply circuit. Cooling oil flows from the tank to
the brake cooling pump. Pump oil then flows to the
brake assembly housing (from the outside of the
housing inward to the rotating hub for maximum cooling). The oil then flows through a heat exchanger and
two filters, back to the hydraulic tank. Additional cooling circuit oil is supplied by the hoist valve when the
body is not being raised.
J06023
FIGURE 6-1. REAR DISC BRAKE ASSEMBLY

1. Rear Axle
2. Cylinder
3. Piston
4. Ring Gear
5. Floating Seal
Assembly
6. Wheel Hub
7. Retainer
8. Floating Seal
Assembly
9. Inner Gear
10. Seal Retainer
11. Hub
12. Separator Plate
13. Friction Disc
14. Housing Drain Plug
15. Piston Cavity Plug
16. Damper
17. Capscrews
18. O-Ring
J6-3
MAINTENANCE
Brake disc wear must be checked every 1000 hours
using the brake disc wear tool (refer to Section M,
Special Tools). The brake disc wear tool is inserted
in the wear gauge port on the brake assembly cylinder. Figure 6-3 shows the rear brake wear tool port
location. Refer to Front Wet Disc Brakes, earlier in
this section, for the port location on front wheel
brakes.
Checking Brake Disc Wear
FIGURE 6-2. BRAKE DISC WEAR TOOL

1. Handle
2. Indicator Rod
3. Front Brake Marker
4. Rear Brake Marker

5. Face
Before removing plugs or hydraulic connections,

depressurize the steering and brake accumulators. The steering accumulators can be depressurized by turning the key switch OFF and
waiting 90 seconds. Confirm the steering pressure is released by turning the steering wheel. No
front wheel movement should occur.
Open the bleed down valves located on the brake
manifold in the brake cabinet. This will allow both
accumulators for the rear brakes and front
brakes to depressurize.
Before disabling the brake circuit, chock the
wheels of the truck to prevent possible movement.
1. Place the range selector in NEUTRAL, apply
the parking brake, and turn the key switch OFF.
Wait 90 seconds to allow the steering accumulators to bleed down completely. Place wheel
chocks around the wheels of the truck.
2. Open the bleed-down valves on the brake manifold in the brake cabinet and bleed all pressure
from the brake accumulators. Close the valves
after pressure is released.
3. Thoroughly clean the brake assemblies, especially the area surrounding the wear tool ports.
4. Remove wear tool plug (4, Figure 6-3) and
install the wear tool shown in Figure 6-2.
to stabilize and the brake accumulators to fill.
J6-4
FIGURE 6-3. TOOL INSTALLATION LOCATION

1. Rear Brake Assembly
2. Cooling Oil Ports
3. Bleeder Ports
4. Wear Tool Port/Plug
J06023
6. While fully applying the service brake pedal,

check brake wear as follows:
a. Push the wear gauge in until it contacts the
brake piston. Check the position of the
stamped mark on rod (2, Figure 6-2). If the
stamped mark goes in beyond face (5), the
disc pack is worn past the maximum safe
wear limits. The brakes must be repaired,
immediately.
NOTE: In the following procedures, observe the
correct mark on the wear tool indicator rod (2, Figure
6-2). Marker (4) is used when measuring rear brake
disc wear and marker (3) is used when measuring
front brake disc wear
b. If the stamped mark on the rod does not go
beyond the face of the case, disc wear is still
within allowable limits.
NOTE: If the mark is near the face, perform
inspections more frequently.
11. Refill the hydraulic tank as required.

12. If brake repairs are necessary, refer to Brake
Rebuild, later in this chapter.
REMOVAL
1. Remove the rear rims and tires, the planetary
drive, and the wheel hubs. Refer to Section G,
Drive Axle, Spindles and Wheels for instructions.
Install floating seal assembly retainer tools (3,

Figure 6-4), at three equal spaced locations. The
tools retain the floating seal assembly when the
brake is removed from the rear axle. If the
retainer tools are not installed, seal damage will
occur!
7. Release the brakes. Shut the engine off, and

allow the steering accumulators to bleed down.
8. Open the brake accumulator bleed-down valves
to remove all pressure from the brake system.
Close the valves after all pressure is released.
9. Remove the brake disc wear tool and reinstall
the port plug.
10. Repeat this procedure at the remaining disc
assemblies.
Check disc wear in all four brake assemblies during inspections. Disc wear in one brake assembly
may be different from the other due to dissimilar
operation of parts and/or haul profiles. Therefore,
one side may exceed maximum wear limits while
the other side may be within limits.
2. If not done previously, use a suitable container

to drain the brake cooling oil tank. The capacity
of the tank is 576 liters (152 gal).
3. Remove the drain plugs and drain the oil from
the brake housing and piston cavity. Open the
bleeder valves at the top of the brake assembly
to facilitate oil removal.
4. Remove the cooling oil inlet and outlet tubes
from the inner side of the brake assembly.
Remove the brake apply line. Plug all openings
to prevent contamination.
5. Attach a suitable lifting device to the brake
assembly. The brake assembly weighs approximately 1100 kg (2424 lb).
Brake assemblies on the same axle must be

rebuilt at the same time. Never rebuild brake
assemblies, individually.
J06023
J6-5
INSTALLATION
1. Attach a suitable lifting device to the brake
assembly. The brake assembly weighs approximately 1100 kg (2425 lb). The brake housing
must be properly oriented to align with the
hydraulic connections and mounting holes on
the inner side.
Place O-ring (18, Figure 6-5) into position and
ensure the O-ring remains in place during
installation.
2. Move the brake assembly into position against
the flange on the axle. Coat mounting capscrew
threads (17, Figure 6-5) with Three Bond (p/n
TB1374 or 09940-00030). Install the capscrews
and washers, and tighten to 1715 195 Nm
(1258 144 lb ft).
FIGURE 6-4. BRAKE ASSEMBLY REMOVAL
1. Brake Assembly
2. Lifting Device
3. Floating Seal
Retaining Tool
6. Remove capscrews and washers (17, Figure 65). Carefully lift the brake assembly outward
until it is clear of the rear axle.
7. Move the brake assembly to a clean work area
for disassembly.
3. Measure the distance between the inner gear

and the hub, as shown in Figure 6-6. Measure
in four places 90 apart. Dimension "A" should
be 118 1.0 mm (4.65 0.04 in.). Record the
measurement.
4. Install the cooling lines on the rear of the brake
housing. Install the brake apply line.
5. Install floating seal (8, Figure 6-5) and retainer
(7).
6. Install the wheel hubs, the planetary drive, and
the rear rims and tires. Refer to Section G,
Drive Axle, Spindles and Wheels for instructions.
7. Fill the hydraulic tank.
8. Bleed the entire brake system. Refer to Wet
Disc Brake Bleeding Procedure later in this
chapter.
J6-6
J06023

1. Ring Gear
2. Hub
3. Inner Gear
FIGURE 6-5. REAR DISC BRAKE ASSEMBLY

1. Rear Axle
2. Cylinder
3. Piston
4. Ring Gear
5. Floating Seal
Assembly
6. Wheel Hub
7. Retainer
8. Floating Seal
Assembly
J06023
9. Inner Gear
10. Seal Retainer
11. Hub
12. Separator Plate
13. Friction Disc
14. Housing Drain Plug
15. Piston Cavity Plug
16. Damper
17. Capscrews
18. O-Ring
J6-7
BRAKE REBUILD
Disassembly
NOTE: Match mark brake assembly components to
ensure correct orientation of parts during
reassembly.
1. Position the brake assembly on a work surface,
as shown in Figure 6-7.
2. Install a suitable lifting device on inner gear (1,
Figure 6-7) or on the wheel hub. Remove seal
retainer tools (3, Figure 6-4).
3. Carefully, lift the inner gear from the assembly.
Damage to the floating seal may result when

removing the inner gear. Use caution and remove
the gear, slowly.
4. Remove capscrews and flatwashers (5) from
hub (6).
5. Lift the hub from ring gear (7).
6. Note the order of assembly of the discs.
Remove dampers (10), separator plates (8) and
friction discs (9). Also note the notches at seven
locations on the periphery of the damper plates
and separator plates. The discs must be reassembled correctly to ensure proper oil flow.
7. Remove capscrews and flatwashers (11).
Remove ring gear (7) from cylinder (14).
8. Remove piston (12).
FIGURE 6-7. BRAKE ASSEMBLY COMPONENTS

1. Inner Gear
2. Seal Carrier
3. Lip Seal
4. Floating Seal
6. Hub
7. Ring Gear
8. Separator Plate
9. Friction Disc
10. Damper
12. Piston
13. O-Ring
14. Cylinder
15. O-Ring
16. Piston Seals
17. O-Ring
NOTE: If piston removal is difficult, plug any open

ports at the piston apply pressure passages. Slowly
apply air pressure at one port to push the piston out
of the cylinder bore.
9. Remove the two halves of floating seal assembly (4).
10. Remove and discard all O-ring seals.
11. Remove lip seal (3) from the bore of hub (6).
J6-8
J06023

1. Clean all parts thoroughly prior to inspection.
2. Remove and discard the toric rings from floating
seal assembly (4, Figure 6-7) in the seal
retainer and the hub. Inspect the seal ring polished (mating) surfaces for scratches or other
damage. Inspect the contact band on the mating faces for excessive wear. Replace damaged
or excessively worn components.
NOTE: A new seal will have a contact band
(dimension "A", Figure 6-8) approximately 1.6 mm
(0.06 in.) wide. As wear increases, the contact band
will widen slightly (dimension "B") and migrate inward
until the inside diameter is reached and the entire
seal assembly must be replaced. Remaining seal life
can be estimated by the width of the contact band.
TABLE 1. REAR BRAKE INSPECTION

ITEM
NEW
WEAR LIMIT
Damper
7.6 mm
(0.299 in.)
5.8 mm
(0.228 in.)
Separator Plate
3.1 mm
(0.122 in.)
2.85 mm
(0.112 in.)
Separator Plate
Warping
0.50 mm
(0.020 in.)
0.7 mm
(0.028 in.)
Friction Disc
6.7 mm
(0.264 in.)
6.2 mm
(0.244 in.)
Friction Disc
Warping
0.70 mm
(0.028 in.)
0.9 mm
(0.004 in.)
Assembled
Thickness of
Plates and Discs
80.70 mm
(3.177 in.)
75.2 mm
(32.961 in.)
Assembly
Clean all parts, and check for dirt or damage. Coat
the sliding surfaces of all parts with hydraulic oil
before installing.
NOTE: When assembling the floating seals, use

alcohol to remove all of the white powder from the Oring surface before assembling.
FIGURE 6-8. SEAL WEAR PROGRESSION
1. Refer to Floating Ring Seal Assembly/Installation in this chapter for proper seal installation
procedures.
a. Install floating seal assembly (4, Figure 6-7)
to seal carrier (2) and hub (6).
3. Inspect piston cylinder (14, Figure 6-7) for nicks

or scratches in the piston seal area. If nicks or
scratches cannot be removed by polishing,
replace the cylinder.
4. Inspect the piston seal assembly grooves for
damage. Replace if necessary.
5. Inspect friction discs, separator plates, and
damper plates for friction material wear, warping and tooth wear. Refer to Table 1 for wear
limits.
J06023
b. After installing the floating seal, measure

dimension "a" (Figure 6-9) between the hub
and floating seal ring at four places around
the circumference. The measurements must
be within 1 mm (0.039 in) of one another.
c. Measure dimension "a" (Figure 6-9) between
the seal carrier and the floating seal ring.
The measurements must be within 1 mm
(0.039 in) of one another.
NOTE: When assembling brake components, align
individual parts according to match marks made
during disassembly.
J6-9
7. Install a new lip seal in hub (6). Apply Loctite

#648 to the outer diameter of the seal and press
into the hub. Coat the lip area with grease.
8. With a new O-ring and lip seal installed, install
hub (6) to ring gear (7). Tighten the capscrews
to 549 58 Nm (405 43 lb ft).
NOTE: Coat the sliding surfaces of the floating seals
with a small amount of engine oil. Assemble slowly
and cautiously to avoid damaging the floating seals.
FIGURE 6-9. SEAL INSTALLATION
10. Attach a lifting device to inner gear (1) and carefully lower the gear over the assembly. Align the
gear teeth with the disc teeth.
2. Position the cylinder on a work surface, as

shown in Figure 6-7. Install new seals on piston
(12). Lubricate the seals and install the piston in
cylinder (14).
11. Install seal assembly retainer tools (3, Figure 64) on the hub and inner gear. Position the tools
at three equally spaced holes to secure the
floating seal until the brake assembly is
installed.
3. Lubricate and install O-ring (17).

4. Install ring gear (7, Figure 6-7) onto cylinder
housing (14).
5. Install capscrews and flatwashers (11, Figure 67). Tighten the capscrews to 549 58 Nm (405
43 lb ft).
6. Install damper discs, friction discs, and separator plates in the following order:
a. Insert the first damper disc with the cork face
against the piston.
b. Insert a friction disc.
c. Insert one separator plate, with notches
aligned with damper disc notches (as noted
during disassembly).
d. Continue installing the separator plates and
friction discs. The rear wheel brake contains
six separator plates and seven friction discs.
The internal teeth must be kept in alignment
when the friction discs are installed. Ensure
the separator plate notches are aligned.
e. Install the remaining damper disc with the
cork material facing up (against the hub) and
the notches aligned with the separator
plates.
J6-10
J06023
Floating Seal Installation

Failures are usually caused by combinations of factors rather than one single cause. Most failures are a
result of assembly error. Adhere to the following
instructions to properly install floating seals.
Floating seals must be installed in matched

pairs. The seal rings must either be new or have
been previously mated together in operation. DO
NOT mate a new ring with a used ring, or two
used rings that have not previously been mated
together. Always install new toric rings (O-rings).
1. Inspect the seal surfaces and mounting cavities

for scratches or nicks that may damage the
seals. If scratches are present, hone and clean
the damaged area.
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 a non-petroleum base, rapid
drying solvent that leaves no film. Allow surfaces to dry completely. Use clean, lint-free
material such as "Micro-Wipes #05310" for
cleaning and wiping.
NOTE: Oil from adjacent bearing installations or seal
ring face lubrication must not get onto the ramp or
the toric. Oil is not allowed on the seals until after
both seal rings are together in their final assembled
position.
2. Install the rubber toric on the seal ring, and
ensure it is straight. Verify 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 must be straight and uniform around
the toric.
FIGURE 6-10. SEAL TERMINOLOGY

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

7. Seal Ring Ramp
8. Seal Ring Retainer Lip
Handle the seal carefully. Nicks and scratches on

the seal ring face cause leaks.
J06023
J6-11
3. Verify that the surfaces of both the toric ring and

the housing ramp are clean. Spray solvent on
the toric ring.
4. With all surfaces of the toric ring wet, use an
installation tool to push the toric ring under the
housing retaining lip.
NOTE: Refer to Section M, Special Tools, for
information on floating seal installation tools.
Toric rings can twist during adjustments or if

there are burrs or fins on the housing retaining
lip. Verify the rings are not twisted. A bulging or
cocked seal will lead to eventual failure.
TWISTED TORIC RING
5. Use a vernier caliper to check the variation of

the assembled height. Check the assembled
height in four places, 90 apart. Height variation
around the assembled ring must be within 1.0
mm (0.0391 in).
If the assembled height variation is more than
1.0 mm (0.0391 in), remove the toric ring and
repeat the installation.
When properly assembled, toric rings will roll on

the ramps during operation. The toric rings must
not be allowed to slip on the ramps of either the
seal ring or the housing. To prevent slippage,
wait at least two minutes. Let the solvent evaporate before further assembly. If correct installation is not obvious, repeat the installation.
CORRECT INSTALLATION
ASSEMBLED HEIGHT
J6-12
J06023
7. Apply a thin film of clean engine oil (SAE 30-40)

on the seal faces. Use a lint-free applicator or a
clean finger to distribute the oil evenly. DO NOT
allow oil to come in contact with the rubber toric
rings or their mating surfaces.
Before assembling both the seals and housing
together, wait at least two minutes. Let all solvent evaporate. Solvent may still be trapped
between the toric and the housing ramp.
INCORRECT INSTALLATION
6. Wipe the polished metal seal surfaces with

clean solvent to remove any foreign material or
fingerprints. No foreign particles of any kind are
allowed on the seal ring faces. Something as
small as a paper towel fiber will hold the seal
faces apart and cause leakage.
J06023
J6-13
WET DISC BRAKE BLEEDING

10. During assembly, ensure both housings are in
correct alignment, are square and concentric.
Move the parts slowly and carefully toward each
other. Do not slam, bump or drop the seals
together. High impact can damage the seal face
and cause leakage.
Bleed the rear wheel brakes prior to rear tire

installation.
1. Ensure the hydraulic brake supply (steering circuit) is operating properly.

2. If necessary, charge the brake system accumulators. Refer to Hydraulic Brake Accumulators,
earlier in this section of the manual.
3. Ensure the bleed-down valves on the brake
accumulator manifold are closed.
4. Check the hydraulic tank oil level and fill, if necessary.
5. With the wheels securely blocked, start the
engine and allow the accumulators to fill.
6. Slowly depress the brake pedal until the service
brake is partially applied.
7. Slowly open the bleeder valves located at the
top of each brake cylinder. (The upper bleeder
vents the cooling oil and the lower bleeder
vents the piston.) Close the bleeder valve when
clear oil (free of air/bubbles) exits the bleeder.
8. Repeat for the remaining brake assemblies.
9. Shut the engine off, and allow the steering
accumulators to bleed-down.
10. Check the hydraulic tank oil level.
J6-14
J06023
SECTION J7
PARKING BRAKE
INDEX
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Parking Brake Service Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
PARKING BRAKE SPRING CYLINDER REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
AUTOMATIC SLACK ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
PARKING BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
J07012 01/04
Parking Brake
J7-1
NOTES
J7-2
Parking Brake
01/04 J07012
PARKING BRAKE
Description
Parking Brake Service Criteria
The disc type parking brake, mounted on the final

drive input, utilizes three brake heads with spring
cans (hydraulic cylinders) containing internal springs
which apply the parking brake when hydraulic pressure is released.
The following specifications should be used to determine the state of parking pads and the disc. Replace
if any of the limits have been exceeded.
When the engine is running and the park brake

switch is in the OFF position, hydraulic oil is routed to
the spring cans to extend the pistons and mechanically retract the disc brake pads to release the park
brake.
Parking Brake Wear Limits
A slack adjuster, mounted between each brake head

and spring can, automatically maintains the correct
disc pad adjustment. Automatic adjustment occurs
when the parking brake is applied.
Item
New
Limit
Disc Face Runout
0.4 mm
(0.016 in.)
0.8 mm
(0.032 in.)
Disc Thickness
25 mm
(0.99 in.)
20 mm
(0.79 in.)
Pads
(Includes plate thickness)
20.0 mm
(0.787 in.)
12.2 mm
(0.48 in.)
Before removing any brake lines or brake circuit

components, be certain the steering system and
brake system accumulators are bled down. To
bleed down accumulators:
Block truck wheels
Turn the key switch OFF and wait
approximately 90 seconds for the steering
accumulators to bleed down. Rotate the
steering wheel; no wheel movement should
occur.
Bleed the brake accumulators (located in the
hydraulic components cabinet) by opening
(turning counterclockwise) the bleeddown
valves (NV1, NV2) located on the brake
manifold. Wait approximately 90 seconds to
let accumulators bleed down. When brake
accumulators are completely bled down,
close the bleeddown valves completely by
turning clockwise.
J07012 01/04
Parking Brake
J7-3
Removal
Installation
1. Place the range selector in NEUTRAL, apply

the park brake, turn the key switch OFF and
allow the steering accumulators to bleed down
completely. Block truck wheels.
2. Open the bleeddown valves on the brake manifold (in the hydraulic components cabinet) and
bleed all pressure from the brake accumulators.
Close valves after pressure is released.
3. Thoroughly clean the brake assemblies, especially the area around any hose connections
where dirt might enter the system.
4. Remove the capscrews (6, Figure 7-1), lock
washers (7) and brake line clamps (8).
5. Disconnect the hoses (4, 5, and 14) from the
spring cans.
6. Disconnect the three hoses at the junction block
(1).
7. Remove fittings (2 & 26) at the junction block.
8. Remove the junction block from the bracket
(15) by removing the capscrews (16), washers
(17), and nuts (18).
9. Remove the bracket (5) by removing capscrews
(3). (Re-Install capscrews and washers but do
not tighten.)
1. Install the brake disc (20, Figure 7-1) onto the

companion flange with capscrews (10) and flat
washers (9). Tighten to standard torque.
2. Install dowel pins (23) into the parking brake
cage.
3. Install each brake assembly (13) over the disc.
4. Install the plates (19) onto the dowel pins and
align with slots in the brake assembly.
5. Assemble the springs (11& 12) onto the bracket
(24). Take note of the left and right spring positions. Attach brackets with springs to the plates
with capscrews (25) and flat washers (17), paying special attention that the springs are positioned correctly between the brake pads.
Tighten to standard torque.
6. Remove capscrews and flat washers and install
bracket (15) using the longer capscrews (3) and
re-using the same flat washers. Tighten to standard torque.
7. Install junction block (1) to bracket with capscrews (16), flat washers (17) and nuts (18).
Tighten to standard torque.
8. Install fittings (12 & 10) into the junction block.
9. Attach hoses (4, 5 & 14) onto the junction block.
NOTE: Repeat steps 10 through 13 for each of the

three brake assemblies.
10. Attach the other end of the hoses to the spring

cans.
10. Remove brackets (24) with springs (11 and 12).
11. Install the hose clamps (8) onto the case with
capscrews (6) and lock washers (7). Tighten to
standard torque.
11. Remove capscrews (21) and flat washers (22).

Remove plates (19) from dowel pins (23).
12. Lift brake assembly (13) from brake disc (20).
13. Remove dowel pins (24) from assembly.
14. Loosen and remove capscrews (10) and flat
washers (28), then remove brake disc (20) from
companion flange.
J7-4
Parking Brake
01/04 J07012
FIGURE 7-1. PARKING BRAKE ASSEMBLY

1. Junction Block
2. Fitting
3. Capscrew
4. Hose
5. Hose
6. Capscrew
7. Washer
J07012 01/04
8. Clamp
9. Washer
10. Capscrew
11. Spring
12. Spring
13. Brake Assembly
14. Hose
15. Bracket
16. Capscrew
17. Washer
18. Nut
19. Plate
20. Disc
21. Capscrew
Parking Brake
22. Washer
23. Dowel Pin
24. Bracket
25. Capscrew
26. Fitting
J7-5
PARKING BRAKE SPRING CYLINDER

REPLACEMENT
AUTOMATIC SLACK ADJUSTER

(Refer to Figure 7-2):
1. With the brake assembly in place as shown in
Figure 7-1, remove the pin (2, Figure 7-2) connecting the clevis (4) and slack adjuster (1).
Park the truck on level ground. Block the wheels

securely. Raise the dump body and lock in position.
Removal
1. Remove cotter pin (3, Figure 7-2), and pin (2).
2. Disconnect clevis (4) from slack adjuster (1).
3. Loosen and remove the locking nut (6) on the
free end of the stud (5).
4. Remove the stud from the threaded rod of the
spring can (9).
5. Loosen and remove the nuts (7) and flat washers (8).
2. Remove the bolt (13) connecting the anchor

bracket (11) and the slack adjuster control arm
bracket (12). Position slack adjuster away from
clevis.
3. Pressurize the spring can (9) to fully extend the
clevis. Verify cast arrow on the slack adjuster
indicates the apply direction (towards spring
can).
4. Turn adjuster nut (14) clockwise to align holes
in slack adjuster and clevis.
5. Rotate slack adjuster control arm bracket (12)
as far as possible following the radial direction
of the cast arrow:
6. Disconnect the spring can from the brake head

(10).
a. Align holes in anchor bracket and slack

adjuster control arm bracket. (If necessary,
loosen nuts on anchor bracket and rotate
until holes align.)
Installation
b. Install bolt (13) and tighten.
1. Install the spring can (9, Figure 7-2) securely to

the brake head (10) with flat washers (8) and
nuts (7).
6. Turn adjuster nut (14) clockwise until no clearance exists between brake pads and disc.
3. Install the stud (5) into the threaded rod of the

spring can.
7. Turn adjuster nut counterclockwise to obtain

0.040 - 0.060 in. (1.0 - 1.5 mm) between brake
pads and disc. Note: a loud clicking noise will
be heard when adjuster nut is turned.
4. Place the locking nut (6) on the free end of the

stud. Install the clevis (4) onto the stud.

slack adjusters.
5. Attach the clevis to the slack adjuster (1) with

pin (2) and cotter pin (3).
9. Start engine and allow hydraulic system to

reach normal operating pressure.
2. Install locking nut (5) on the stud (2).
6. Position the slack adjuster perpendicular to the

linkage by rotating the stud. Once the position is
achieved, lock the stud by tightening the two
locking nuts against the clevis and spring can
rod end.
10. Apply and release parking brake several times.

11. With each application, the adjuster nuts will
rotate a small amount. When no further rotation
occurs, the brake is properly adjusted. Shut
down engine.
7. Refer to Automatic Slack Adjuster, Adjustment

Procedure for final adjustment after installation
on truck.
J7-6
Parking Brake
01/04 J07012
12. Check the following:

a. Measure the stroke of the spring can push
rod. Stroke should be 1.73 - 1.89 in. (44.0 48.0 mm).
b. Using a feeler gauge, measure clearance
between
brake
pads
and
disc.
Minimum clearance should be 0.020 in.
(0.5 mm) per side [0.040 in. (1.0 mm)
total].
13. If clearance is less, repeat steps 1 through 12.
PARKING BRAKE CHECK-OUT

Refer to Brake Circuit Checkout in section J4 to
check and troubleshoot the parking brake hydraulic
circuit.
J07012 01/04
Parking Brake
J7-7
FIGURE 7-2. PARKING BRAKE ACTUATOR

1. Slack Adjuster
2. Pin
3. Cotter Pin
4. Clevis
5. Stud
J7-8
6. Locking Nut
7. Nut
8. Flat Washer
9. Spring Can
10. Brake Head
Parking Brake
11. Anchor Bracket

12. Slack Adjuster Control
Arm Bracket
13. Bolt
14. Adjuster Nut
01/04 J07012
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1
STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1
HYDRAULIC CHECKOUT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1
L01033
Index
L1-1
NOTES
L1-2
Index
L01033
SECTION L2
HYDRAULIC SYSTEM OVERVIEW
INDEX
HYDRAULIC SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3

SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
BLEED-DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5
HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5
HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5
BRAKE COOLING PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
BRAKE CONTROL VALVE (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-6
L02040
Hydraulic System
L2-1
NOTES
L2-2
Hydraulic System
L02040
HYDRAULIC SYSTEM OVERVIEW

The following information describes the major components of the hydraulic system including the hoist
circuit, steering circuit, and brake cooling circuit.
Detailed information for the hydraulic brake system
can be found in Section J of the manual. A hydraulic
system schematic can be found in Section R.
SYSTEM COMPONENTS
HYDRAULIC TANK
The hydraulic tank (Figure 2-1) is divided into two
sections. Front section (1) provides the oil supply for
the steering and brake circuits. Rear section (2) provides the oil supply for the hoist and wet disc brake
cooling oil. The total hydraulic system requires
approximately 710 liters (187.6 gal). Refer to Section
P, Lubrication and Service for the recommended oil
specification for use under various ambient temperatures and tank refill capacity. The oil level should be
checked periodically with the body down, engine
stopped, and the truck parked on level ground.

1. PTO
2. Hoist Pump
3. Steering/Brake Pump
4. Transmission Cooling
Pump
In the front section of the tank, oil used for steering

and brakes flows from the bottom of the tank to the
inlet housing of the pump, mounted to the transmission pump on the lower left Power Take Off (PTO) on
the transmission.
In the rear section of the tank, oil flows from the bottom of the tank to the inlet housing of hoist pump (2,
Figure 2-2), mounted on the left top of PTO (1) on the
transmission.
FIGURE 2-1. HYDRAULIC TANK

1. Tank Front Section
2. Tank Rear Section
3. Drain
4. Hoist Valve
L02040
5. Breather Valve
6. Pressure Release
7. Filter
Hydraulic System
L2-3
As the truck body is raised and lowered, some tank

pressurization occurs as the hoist cylinders are
retracted and oil returns to the tank. Excess pressure
is relieved by breather valve (5, Figure 2-1) mounted
on top of the tank.
Oil also flows from another port in the rear section of

the tank to the inlet housing of pump (5) mounted on
the right top PTO of the transmission for the brake
cooling circuit.
FIGURE 2-3. STEERING CIRCUIT COMPONENTS

1. High Pressure Filter
2. Bleeddown Manifold
L2-4
3. Accumulators
4. Flow Amplifier Valve
Hydraulic System
5. Manifold
6. Steering Cylinders
L02040
BLEED-DOWN MANIFOLD
Steering and brake pump (3, Figure 2-2) supplies oil
to high pressure filter (1, Figure 2-3). Filtered oil
passes through a one-way check valve, and into
bleed-down manifold (2), located on the inside left
frame rail just forward of the filter.
Oil within the bleed-down manifold is directed to
accumulators (3), flow amplifier (4), the steering control valve and steering cylinders (6), via flow amplifier
(4). Oil is also supplied from the bleed-down manifold
to the wet disc brake system for service brake application.
The steering and brake pump has a compensator set
at 18 961 kPa (2750 psi) to regulate the steering and
brake pressure. Oil returning from the steering and
brake circuits flows back to tank (1, Figure 2-4)
through diffuser (5) mounted in the bottom of the
tank.
FIGURE 2-4. HOIST VALVE
HOIST VALVE
Hoist valve (2, Figure 2-4) is located on the rear of
the hydraulic tank, between the tank and the left
frame rail. The hoist valve is controlled by a hoist
pilot control valve that is located in the hydraulic cabinet on the center deck. The hoist valve controls oil
flow to the hoist cylinders to raise the dump body
when requested by the operator.
1. Hydraulic Tank
2. Hoist Valve
Supply
4. To Hoist Pilot Valve

5. Diffusers
(Inside Tank)
HOIST PUMP
Oil from tandem gear pump (2, Figure 2-2), mounted
on the left side of the transmission PTO, is directed
to the split spool hoist valve. Whenever the truck
body is not being raised, the oil is directed through
the rear brake cooling circuit before returning to tank.
On its path it will pass through a pair of filters and a
heat exchanger. This circuit also utilizes a Brake
Control Valve (BCV). If the rear brakes are not
applied, 50% of the oil returning from the hoist valve
will be bypassed around the rear brake cooling circuit
and flow directly to tank.
An internal, adjustable relief valve protects the hoist
circuit from pressures in excess of 18 961 kPa (2750
psi).
Refer to Section J2 for more information on the brake
cooling valves.
L02040
Hydraulic System
L2-5
BRAKE COOLING PUMP
LOW PRESSURE FILTERS
Tandem gear pump (5, Figure 2-2), mounted on the

right side of the transmission PTO, directs oil flow to
the front and rear brake cooling circuits. The front
(drive shaft end) section provides oil for the front
brake circuit while the other section provides oil for
the rear brake circuit.
The truck is also equipped with three low pressure filters, for the hoist and brake cooling circuits. All three
filters have a built in bypass system which also activates a display message on the EDP when the differential pressure indicates by-pass for any of the filters.
BRAKE CONTROL VALVE (BCV)

Each circuit has its own BCV. If the brakes are not
applied, 50% of the cooling oil is bypassed around
the brakes and heat exchanger to be returned
directly to the tank. This reduces power loss caused
by excessive oil flowing through the brake housing.
Also built into the BCV's is a relief valve which will
activate at 883 kPa (128 psi). When actuated, the
pilot relief valve will cause the main relief valves to
open allowing the excess oil to return to tank.
The filter elements must be changed as soon as possible after the indicator alert, before actual by-pass
occurs. For the regular filter service interval, refer to
Lubrication and Service, Section P, or replace when
the indicator light turns on.
HIGH PRESSURE FILTERS

The truck is equipped with one high pressure filter
with a Beta 12 = 200 rating, for the steering and
brake system. The filter assembly has a built-in
bypass system which activates a message on the
character display in the Electronic Display Panel
(EDP) when the differential pressure across the filter
exceeds 241 kPa (35 psi).
The filter must be changed as soon as possible after
the indication on the EDP, before actual by-pass
occurs. For the regular filter service interval, refer to
Lubrication and Service, Section P, or sooner if the
indicator light turns on.
L2-6
Hydraulic System
L02040
SECTION L3
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX
HYDRAULIC COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3

HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
FILLING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6
Gap Measurement - Hydraulic Tank Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6
STRAINERS AND DIFFUSERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-8
HYDRAULIC TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9
HYDRAULIC SYSTEM FLUSHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9
HYDRAULIC PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11
PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-12
Inspection Of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-15
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-21
L03036
Hydraulic Component Repair
L3-1
NOTES
L3-2
L03036
HYDRAULIC COMPONENT REPAIR

HYDRAULIC TANK
FILLING INSTRUCTIONS
1. Lower the dump body, and turn the key switch
OFF.
The hydraulic tank may be pressurized! Depress

the hydraulic tank relief valve and slowly remove
the fill cap to remove any internal pressure.
2. Depress relief valve (2, Figure 3-1) for 30 - 45
seconds to release any internal tank pressure.
Slowly remove fill cap (4) to release any residual tank pressure.
3. Using a filtered (3 micron) filling apparatus, fill
the tank with the recommended oil, until oil is
visible in top sight glass (5). Refer to Section P,
NOTE: The capacity of the hydraulic tank is 576 liters
(152 gal.)
4. Install the fill cap.

1. Hydraulic Tank
5. Upper Sight Glass
2. Pressure Relief Valve
6. Lower Sight Glass
3. Breather
7. Drain Valves
4. Filler Cap
5. Start the engine, and raise and lower the dump

body two to three times to circulate oil and fill
the system.
OFF. If the oil level falls below lower sight glass
(6), repeat the procedure.
MAINTENANCE

the hydraulic tank relief valve and slowly remove
the fill cap to remove any internal pressure.
1. When servicing the tank or oil, inspect breather
(3, Figure 3-1). Clean accumulations of dirt,
mud, etc. from around the breather. Clean or
replace the breather element as necessary.
2. Whenever oil is drained from the tank, clean diffusers (7 & 11, Figure 3-2) and strainers (8, 9, &
10).
L03036
L3-3
Removal
DO NOT open the hydraulic system until the

engine is stopped and the key switch has been
OFF for at least 90 seconds.
Pressurized hydraulic fluid can have sufficient
force to enter a person's body by penetrating the
skin. This can cause serious injury and possibly
death. Seek proper medical treatment by a physician familiar with this type of injury, immediately.
Avoid contact with hot oil if truck has been operating. Properly contain oil and plug all openings.
1. Turn the key switch OFF and allow at least 90

seconds for the steering accumulators to
depressurize.
2. Thoroughly clean the outside of the hydraulic
tank and adjacent components.
3. Drain hydraulic tank (1, Figure 3-1) by opening
drain valves (7) located in the bottom of the
tank. The capacity of the hydraulic tank is
approximately 576 liters (152 gal).
NOTE: If oil is to be re-used, clean containers must
be used with a filtering system available for refill.
FIGURE 3-2. HYDRAULIC TANK (TOP VIEW)

1. Hydraulic Tank
7. Diffusers
8. Strainers
3. Breather
9. Wire Mesh Strainer
4. Filler Cap
10. Strainer
5. Sight Glass Guard
11. Diffuser
6. Access Cover
4. Disconnect the hydraulic lines from the tank.

Plug the lines to prevent spillage and possible
contamination to the system. Tag each line for
proper identification during installation.
hydraulic tank. The tank weighs approximately
700 kg (1543 lb).
6. Remove the cap screws and lockwashers
securing the hydraulic tank to the frame. Refer
to Figure 3-3.
7. Lift the hydraulic tank from the truck and move
to a clean work area for disassembly or repair.
L3-4
L03036
FIGURE 3-3. HYDRAULIC TANK MOUNTING

1. Tank Mount
2. Nut
3. Washer
L03036
4. Cap Screw
5. Hydraulic Tank
6. Cap Screw
7. Spacer
8. Cap Screw
9. Shim
L3-5
Installation
5. Install shims, accordingly.

hydraulic tank. The tank weighs approximately
700 kg (1543 lb).
6. Install spacers (7, Figure 3-3) and the lower

mounting hardware. Tighten the cap screws to
549 55 Nm (405 40 lb ft).
2. Lift the hydraulic tank into position on the truck.

Secure with the four upper cap screws and
lockwashers, only. DO NOT install the lower
cap screws at this time.
7. Uncap the hydraulic lines and attach to the

proper connections.
Gap Measurement - Hydraulic Tank Mounting

3. TIghten the upper mounting capscrews to 549
55 Nm (405 40 lb ft).
8. Fill the tank with hydraulic oil. The capacity of

the hydraulic tank is approximately 576 liters
(152 gal). Refer to Section P, Lubrication and
Service for oil specifications.
9. Purge the air from the hydraulic pump suction
lines before starting engine.
4. Measure the gaps (dimension X, Figure 3-4)

behind the two lower mounting cap screw holes.
If either of the gaps exceed 0.397 mm (0.0156
in.), shims are required. Use the larger of the
two gaps to determine a shim pack.
FIGURE 3-4. HYDRAULIC TANK MOUNTING - GAP MEASUREMENT
L3-6
L03036
STRAINERS AND DIFFUSERS

Removal
seconds for the steering accumulators to
depressurize.
2. Thoroughly clean the outside of the hydraulic
tank and adjacent components.
4. Remove the nuts and lock washers securing
the pump inlet line and return line to the hydraulic tank. Plug or cap the lines to prevent contamination.
5. Remove cap screws (8 & 13). Remove covers
(8, 9, and 14) and the gaskets.
6. Remove strainers (9 & 11) and diffusers (6)
from the hydraulic tank.
7. Remove diffuser (3, Figure 3-6) from the
hydraulic tank.
8. Remove cap screws and washers (1) securing
cover (2) to the hydraulic tank. Remove the
cover and gasket.
9. Remove wire mesh strainer (10, Figure 3-5).
FIGURE 3-5. STRAINER/DIFFUSER SERVICE

1. Hydraulic Tank
3. Breather
4. Filler Cap
5. Access Cover
6. Diffusers
7. Cover
8. Cap Screws
9. Strainers
10. Wire Mesh Strainer
11. Strainer
12. Cover
13. Cap Screws
14. Oil Drain
15. Diffuser

1. Inspect the strainers and diffusers thoroughly
for metallic particles. The quantity and size of
any particles found may provide an indication of
excessive component wear in the hydraulic system.
2. Clean the strainers with cleaning solvent. Clean
from the inside out.
3. Inspect the strainers for cracks or damage.
Replace, if necessary.
4. Clean the diffusers with cleaning solvent Clean
from the outside inward.
5. Inspect the diffusers for cracks or damage.
Replace, if necessary.
6. Clean any sediment from the bottom of the
hydraulic tank.
L03036
L3-7
7. Fill the tank with hydraulic oil. The capacity of

the hydraulic tank is approximately 576 liters
(152 gal). Refer to Section P, Lubrication and
Service for oil specifications.
8. Loosen the connection at the hydraulic pump
inlets to purge trapped air from the inlet line and
make sure pump housing is filled with oil.
Tighten the pump inlet connections.
9. Start the engine, and raise and lower the dump
body two to three times to circulate oil and fill
the system.
OFF. If the oil level falls below the lower sight
glass, add oil and return to the previous step.
HYDRAULIC TANK BREATHER
FIGURE 3-6. SIDE COVER AND DIFFUSER

1. Cap Screws &
Washers
2. Cover
3. Diffuser
The hydraulic tank breather is mounted on the top

cover of the hydraulic tank access cover. The
breather relieves internal tank pressure if pressure it
reaches 69 kPa (10 psi). A vacuum relief valve in the
breather allows the system pumps to pick up oil
when no pressure is present in the tank.
The breather must be serviced every 250 hours of
operation.
Installation
1. Install strainers (9 & 11, Figure 3-5) and diffusers (6).
2. Install covers (7 & 12) and new gaskets. Install
cap screws (8 & 13). Tighten to standard
torque.
3. Install diffuser (3, Figure 3-6) into the hydraulic
tank.
4. Install strainer (10, Figure 3-5).
5. Place cover (2) and a new gasket into position
on the hydraulic tank. Install cap screws and
washers (1). Tighten the cap screws to standard torque.
6. Connect the inlet and outlet lines to the proper
ports on the tank.
L3-8
FIGURE 3-7. HYDRAULIC TANK BREATHER

1. Snap Ring
2. Cover
3. Element
L03036
Service
1. Shut off the engine. Relieve internal pressure
using the relief valve on top of the hydraulic
tank.
2. Clean dirt accumulations from the area around
the breather.
3. Remove the breather from the tank.
4. Remove snap ring (1 Figure 3-7), cover (2), and
filter element (3).
5. Clean the breather in solvent and thoroughly
dry.
6. Install a new filter element. Lubricate the Orings with clean hydraulic oil during assembly.
7. Install the breather onto the hydraulic tank.
6. Move all controls to the NEUTRAL position. Do

not steer the truck or operate controls.
7. Start the engine, and operate at 1000 rpm for
four minutes. This will circulate oil with all of the
valves in the NEUTRAL position.
8. 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.
9. Shut the engine off. Allow at least 90 seconds
for the accumulators to depressurize. This will
return all contaminants in the accumulators to
the hydraulic tank.
NOTE: Normal hydraulic tank oil temperature is 4354C (110-130F). If the temperature is not in this
range, repeat Step 8 to increase oil temperature to
the proper operating range.
HYDRAULIC SYSTEM FLUSHING

The following instructions outline the procedure for
flushing the hydraulic system.
10. Start the engine and operate at 1000 rpm while

performing the following:
NOTE: If a system component fails, perform an oil

analysis before replacing components. If foreign
particles are present, the system must be flushed.
Remove all flexible hoses and backflush with
cleaning solvent. Check for small particles which
may be trapped inside the hoses.
a. Steer the truck full left then full right and

repeat four times.

for the accumulators to bleed down. Verify the
system is void of pressure by turning the steering wheels. The wheels should not move.
2. Thoroughly clean the exterior of the hydraulic
tank. Drain the tank and remove the top cover.
Flush the interior of hydraulic tank with a cleaning solvent.
3. Inspect all hydraulic hoses for deterioration or
damage.
4. Remove, clean and install the hydraulic tank
strainers. Replace the hydraulic filter elements.
5. Fill the hydraulic tank with clean filtered hydraulic oil. Replace top cover. The final filter in the
filling apparatus must be 3 micron.
L03036
b. Steer full left, keeping pressure against the

steering wheel at the stop. Hold for 10 seconds.
c. Steer full right keeping pressure against the
steering wheel at the stop. Hold for 10 seconds.
11. Increase engine speed to full throttle and steer
full left, and then full right.
12. Return all controls to NEUTRAL.
13. Reduce engine speed to 1000 rpm and perform
the following:
a. Fully extend the hoist cylinders, and then
allow the cylinders to float down. Repeat four
times.
NOTE: As the third stage exits the cylinder housing,
slowly decrease engine speed to prevent full
extension.
L3-9
b. Extend the hoist cylinders and hold at full

extension for 10 seconds. The hoist control
lever must be held in the RAISE position.
c. Lower hoist cylinders and hold lever in the
LOWER position for 10 seconds after cylinders are fully retracted.
HYDRAULIC PUMPS
Hoist pump (2, Figure 3-8) and brake cooling pump
(7) are similar in design. The following removal,
installation and rebuild procedures are applicable to
both pumps. Pump rebuild instructions are also applicable to both pumps.
Removal
1. Turn key switch OFF and allow at least 90 seconds for the accumulators to bleed down.
DO NOT continue to hold in RAISE/LOWER.

Excessive hydraulic oil heating can occur.
14. Increase engine speed to full throttle and perform the following:
a. Raise the cylinders to full extension, then
allow the body to float down.
b. Return the hoist control to NEUTRAL.
for the accumulators to depressurize.
16. Remove the hydraulic filters. Clean the housings and install new filters.
17. With the hydraulic system charged, inspect all
connections and fittings for leaks. Tighten or
repair any leaking connections. Refill the
hydraulic tank if necessary.
DO NOT open the hydraulic system until the

engine is stopped and the key switch has been
OFF for at least 90 seconds.
death. Seek proper medical treatment by a physician familiar with this type of injury, immediately.
Avoid contact with hot oil if truck has been operating. Properly contain oil and plug all openings.
3. Loosen the cap screws securing the pump suction hoses to the pump and allow the oil to
drain. Remove the suction hoses and cap to
prevent contamination of the hydraulic system.
4. Disconnect the pump outlet lines. Cap the lines.
5. Attach a suitable lifting device to the pump. The
weight of the pump is approximately 55 kg (121
lb).
L3-10
L03036
Installation
6. Remove cap screws and lock washers securing
the pump to the torque converter. Remove the
pump.
7. Move the pump to a clean work area for disassembly.
1. Install a new O-ring onto the pump.

2. Attach a suitable lifting device to the pump. The
weight of the pump is approximately 55 kg (121
lb).
3. Lift the pump into position onto the mounting
studs. Install the washers and nuts. Tighten the
nuts evenly to standard torque.
4. Install new O-rings onto the suction hoses and
outlet hoses. Place the hoses into position.
Install the cap screws and washers, but do not
tighten.
5. Refill the hydraulic tank.
6. Loosen the suction hose flange clamps until air
is discharged from the lines. Tighten all hose
flange clamp cap screws to standard torque.
7. Start the engine, and check for leaks. Ensure
the proper hydraulic tank oil level is maintained.
Refer to Filling Instructions earlier in this chapter.
FIGURE 3-8. PUMP REMOVAL AND

INSTALLATION
1. Suction Hoses
2. Hoist Pump
3. Outlet Hoses
4. Brake Control Valve
(BCV)
L03036
5. Hoist Valve
6. PTO
L3-11
FIGURE 3-9. HYDRAULIC PUMP ASSEMBLY

(Hoist Pump Shown)
1. Front Drive Gear
2. Snap Ring
3. Seal
4. Plug
5. Flange Plate
6. Body (Front)
7. O-Ring
8. Bearing Plate
9. Splined Coupling
10. Rear Drive Gear
11. Body (Rear)
12. Cover Plate
PUMP REBUILD
13. Stud
14. Nut
15. Flat washer
16. Rear Idler Gear
17. O-Ring
18. Dowel Pin
19. O-Ring
20. O-Ring
21. Steel Ball
22. Front Idler Gear
Disassembly
The following rebuild procedures are applicable to

both the hoist circuit pump and the brake cooling circuit pump.
This rebuild procedure describes the disassembly,
inspection, and reassembly for a typical gear type
pump as used on this truck. Slight design variations
may be noted. Refer to the Parts Manual for actual
parts installed and for seal service kits available.
1. Thoroughly clean the outside of the pump.

2. Place the pump on a workbench and mark the
pump sections on the side nearest the drive
shaft extension. These marks will be used for
correct matching of parts during assembly.
3. Remove nuts (14, Figure 3-9) and washers
(15).
4. Remove flange (5). If the flange is stuck, use a
plastic hammer or wooden mallet to tap the
edges of the flange.
NOTE: If shaft seal replacement only, is required,
further disassembly is not necessary. Refer to Seal
Replacement for instructions.
L3-12
L03036
FIGURE 3-10. ISOLATION PLATE REMOVAL

1. Isolation Plate
2. O-Ring
3. Backup Ring
4. Ring Retainer
FIGURE 3-11. DRIVE GEAR REMOVAL

1. Drive Gear
2. Pressure Plate
8. Examine the gear bores in body (1, Figure 312):

5. Remove ring retainer (4, Figure 3-10), O-ring
(2), back-up ring (3), and isolation plate (1).
6. Grasp the drive gear shaft extension (1, Figure
3-11) and lift it upward to dislodge pressure
plate (2). Grasp the plate between thumb and
forefinger and lift it straight off the shafts.
NOTE: As parts are removed from each pump
section, lay out in separate groups and in the same
order in which removed.
7. Lift the drive gear and the idler gear straight out
of the bore of the body.
During the initial break-in at the factory the

gears cut into body. The nominal depth of this
cut is 0.20 mm (.008 in.) and should not exceed
0.38 mm (.015 in.). As the gear teeth cut into
the housing, metal is rolled against the pressure
plates.
Using a knife or sharp pointed scraper, remove
the metal that was rolled against the top pressure plate. Remove the metal that is rolled
against the pressure plate in the bottom of the
body. Blow out the metal chips that were broken
loose. This will help to keep the pressure plate
from hanging as it is lifted from the bottom of
the gear bores.
When removing the rolled up metal, do not

attempt to remove gear track-in grooves.
L03036
L3-13
10. Remove the ring retainer, O-ring, back-up ring,

and isolation plate located under the pressure
plate.
11. Lift the body straight off of the studs. If the body
is stuck on the dowels, use a plastic hammer or
wooden mallet to tap around the body.
12. Remove spline coupling (9, Figure 3-9) from the
rear drive shaft.
NOTE: Some pumps have O-rings (19) installed
around the studs in the top surface of bearing plate
(8). These O-rings are used to prevent vibration on
the studs during load conditions.
13. Remove the O-rings and lift the bearing plate
off. It may be necessary to tap the plate lightly
with a mallet to loosen it from the dowels.
14. To complete the disassembly of the pump
repeat previous steps as applicable for the rear
section.
FIGURE 3-12. GEAR BORE INSPECTION
1. Body
2. Gear Track-in
Grooves
15. Refer to Seal Replacement for flange plate seal

removal instructions.
9. Insert an expandable bearing puller (1) in the

shaft bore of the plate to remove bottom pressure plate (2, Figure 3-13). Tighten the puller.
a. Apply a light forward and back force to the
puller handle to dislodge the plate.
b. Lift the plate straight up and out.
NOTE: If a bearing puller is not available, grind a
screwdriver shape on the short end of an Allen
wrench. Insert the ground end of the wrench into the
shaft bore and lift the plate up. Move the wrench to
the opposite bore and lift up, repeating this action
until the plate has been dislodged. With thumbs in
the bores of the plate, lift it straight up and out.
Use extreme care when removing the plate. DO

NOT pry or force. If the plate is seized, work it up
and down until free. Then lift the plate out of the
bore.
FIGURE 3-13. PRESSURE PLATE REMOVAL

1. Bearing Puller
L3-14
2. Pressure Plate
L03036
Inspection Of Parts
1. Inspect the gear bores in the pump bodies. During initial break-in at the factory, the gears cut
into the housing. The nominal depth of this cut
is 0.20 mm (.008 in.) and should not exceed
0.38 mm (.015 in). Due to the hydraulic loading
of the gears, the cut will start on the suction side
of the body and will continue about one third of
the way around each gear bore. The cut should
be smooth with no deep grooves or deep
scratches. Reject the body if the depth of the
groove is greater than 0.38 mm (.015 in.), or if
the gear bores look like they have been sand
blasted. Reject the body if it is cracked or otherwise damaged.
2. Examine the pressure plates The plates should
not have excessive wear on the bronze side. If
deep curved wear marks are visible, the plates
must be replaced.
3. Examine the gears. If excessive wear is visible
on any part of the gear, replace with new parts.
FIGURE 3-14. ISOLATION PLATE INSTALLATION

1. Isolation Plate (Rounded Edge)
Assembly
1. Install the flange plate seal. Refer to Seal
Replacement for instructions.
2. Position rear pump body (11, Figure 3-9) so that
the orientation mark is visible. If a new body
must be used, ensure the same side is visible.
NOTE: Observe that the body has a wide and a
narrow boss. The side having the wide boss is
always the suction side of the body.
3. Coat the inside of pump body (11) with clean
hydraulic oil.
4. Examine the two isolation plates from the rear
section. The plates are slightly different.
Choose the plate with the rounded edge indicated by the arrow in Figure 3-14. With the
rounded edge down, install the plate on the suction side in the bottom of the body.
5. Install back-up ring (7, Figure 3-15), O-ring (6),
and ring retainer (2).
FIGURE 3-15. ISOLATION PLATE ASSEMBLY

1. Pump Body
2. Ring Retainer
3. Stud
4. Dowel Pin
L03036
5. Isolation Plate
6. O-Ring
7. Back-up Ring
8. Drive Gear
L3-15
6. With the bronze side facing up and the rounded

trap slots toward the outlet side of the body,
slide pressure plate (2, Figure 3-16) down into
the gear bores. Position the plate so that it rests
firmly at the bottom of the pump body. Do not
force the plate into the gear bores. If the plate
binds, work it back and forth carefully until it
slides freely into position.
7. Coat rear drive gear (10, Figure 3-9) with clean
hydraulic oil. With the splined end up, install the
drive gear in the bore nearest the orientation
mark.
8. Coat rear idler gear (16) with clean hydraulic oil
and install it in the bore opposite the drive gear.
FIGURE 3-17. REAR DRIVE GEAR POSITIONING

1. Rear Drive Gear
2. Body Dowel Pin
9. Install dowels (18, Figure 3-9) in body (11).

10. Before continuing, the rear set of gears must be
positioned for proper timing with the front set of
gears. Refer to Figure 3-17.
a. Rotate the gears until the point of a tooth on
the drive gear is in line with the center of the
dowel nearest the drive gear. (See arrows)
FIGURE 3-16. PRESSURE PLATE INSTALLATION

1. Outlet Side (Body)
2. Pressure Plate
L3-16
3. Trap Slots
4. Inlet Side(Body)
b. This set of gears must remain in this position

until all remaining parts have been assembled.
11. With the bronze side facing down and the
rounded trap slots toward the discharge side of
the body, install the pressure plate over the rear
drive and idler gears.
L03036
12. Install the isolation plate on the suction side of

the pump body. Install the back-up ring, O-ring,
and the ring retainer.
13. Install the bearing plate. The side with the bearing protrusion must face up. Install O-ring (7,
Figure 3-9). Use petroleum jelly to hold the Oring in the groove.
14. Align the orientation marks and install bearing
plate (8) with the O-ring facing downward. Slide
the bearing plate onto the shafts until the plate
contacts the dowels. Align the plate with the
dowels, and gently tap the plate with a plastic
hammer until the O-ring rests firmly against rear
pump body (11).
15. Install the spline coupling and snap ring (9).
16. Lubricate the threads of studs (13). Tighten the
studs until snug.
17. If equipped install stud O-rings (19).
FIGURE 3-18. FRONT DRIVE GEAR TIMING
18. Install O-ring (7) and dowels (18) in the bearing

plate.
1. Front Drive Gear
2. Tooth Valley
19. With the gear bores facing up and the orientation marks aligned, slide front pump body (6)
onto the studs. Position the body firmly onto the
O-ring in the bearing plate.
20. Install dowels (16) in body (3).
21. Repeat the applicable steps to assemble the
front section. Proceed to the next step for gear
timing.
22. The rear set of gears was already positioned for

timing. The drive gear in the front section must
now be correctly positioned.
a. With the extension end of drive gear (1, Figure 3-18) up, slide the gear down to the
splined coupling.
b. Before inserting the shaft spline into the coupling, rotate the shaft until a valley (as shown
by the arrow in Figure 3-18) between two
gear teeth is lined up with the center of the
dowel nearest the gear.
c. If the spline will not enter the coupling with
the gear aligned, lift the shaft and rotate it to
the next valley. Continue to do this until the
proper alignment is achieved.
L03036
L3-17
23. Install idler gear (22, Figure 3-9) and the pressure plate. Position the bronze side of the plate
downward and the traps facing the discharge
side of this body.
24. Install the isolation plate, back ring, O-ring, and
ring retainer over the pressure plate.
Bearing Replacement
If the bearings are worn down to the bronze material,
the complete flange or body housing must be
replaced. Installing a new bearing in an old flange or
body is not recommended.
25. Install O-ring (20) in flange plate (5). Use petroleum jelly to hold the O-ring in the groove.
Seal Replacement
26. If the drive shaft extension is keyed, cover the

keyway with tape. If the drive shaft extension is
splined, coat the spline with petroleum jelly.
This will prevent damage to the sealing lips as
the flange plate and seals are installed.
Seal kits are available for replacing the shaft seals

only, if desired. If only the shaft seals are to be
replaced, refer to disassembly and assembly instructions for removal procedures for the flange plate only.
Complete pump disassembly is not required.
27. With the O-ring in flange plate (5) facing downward, slide the flange plate over the studs and
shafts. Slide the plate until it contacts the dowels in the pump body. Use a plastic hammer to
gently tap the flange plate into position.
28. Lubricate the threads on the two opposite studs.
Install washers (15) and nuts (14). Tighten the
nuts to 217 - 237 Nm (160 - 175 lb ft).
29. Use an adjustable wrench to turn the drive
shaft. The shaft should turn at a maximum of 7 14 Nm (5 - 10 lb ft).
30. If the shaft does not turn properly, disassemble
the pump and examine the parts. Check for
burrs or foreign material causing build-up or
interference between the parts. Remove the
cause of the interference and reassemble the
pump.
31. After verifying proper shaft rotation, lubricate
the threads on the studs. Install the remaining
nuts and washers. Tighten the nuts to 217 - 237
Nm (160 - 175 lb ft) in an alternating, progressive pattern.
L3-18
1. Remove the snap ring from the bore. Lay the

flange plate on a work bench as shown in Figure 3-19. Position the input side down. To prevent the machined surfaces from being dented
or scratched use a piece of clean wood, heavy
cardboard, or other suitable material between
the plate and the work surface.
2. Use a punch and mallet to tap the old seal(s)
out of the bore. Refer to Figure 3-20.
DO NOT scratch the bore surfaces. DO NOT

scratch the bearing surfaces and/or their end
projections.
3. Drive the seal out by moving the punch around
the seal as it is pushed out of the bore.
4. If the flange contains two (double) seals,
remove the outer seal completely before
attempting removal of the inner seal. After the
outer seal is out, remove the snap ring, and
then remove the inner seal.
L03036
5. Clean the bore thoroughly and inspect for

scratches or gouges which might interfere with
installation of the new seal.
6. If necessary, the bore may be smoothed with
No. 400 emery paper. Clean the bore again
afterwards.
7. Use a suitable seal press, and two wooden
blocks for installing the new seals. Use 25 mm x
100 mm (1 in. x 4 in.) blocks, approximately 250
mm (10 in.) long.
FIGURE 3-19. SEAL REMOVAL PREPARATION

1. Flange
2. Bearings
3. Wooden Blocks
FIGURE 3-20. SHAFT SEAL REMOVAL
1. Flange
2. Punch
3. Bearings
8. The following procedures are outlined for use

with a vise, but they can be adapted to the use
of a press if an appropriate one is available.
9. Open the vise jaws wide enough to accept the
combined thickness dimensions of the flange,
the wood blocks and the press ring (or plug).
10. Place the two wood blocks flat against the fixed
jaw of the vise. Refer to Figure 3-21. Place
flange plate (1) against the blocks in such a
position that the bearing projections (3) are
between the blocks and clear of the vise jaw.
L03036
L3-19
11. The flange requires two replacement seals.

Position the first seal so that the rubber face
enters the bore first; the second seal should
enter the same way.
12. Place the press ring in position, centered over
the seal. Ensure the seal stays centered with
the bore while applying pressure with the vise.
Continue until the seal just clears the snap-ring
groove in the bore.
13. Open the vise and remove the press ring. Install
the snap-ring in its groove in the bore so that
the weep-hole is directly over the gap in the
snap-ring.
14. Verify the snap-ring is seated properly in the
groove. Observe orientation and positioning
procedures outlined in Steps 11 and 12, and
install the second seal in the bore. Press the
seal in until it bottoms against the snap-ring.
15. Remove the flange plate from the vise. Wash
the plate and blow it dry.
L3-20
FIGURE 3-21. SEAL INSTALLATION (VISE)

1. Flange Plate
2. Wooden Blocks
3. Bearing Projection
L03036
TROUBLESHOOTING GUIDE
Hoist Pump
PROBLEM
POSSIBLE CAUSE
CORRECTIVE ACTION
1. Sandblasted band around pressure plate bores
Was clean oil used?
2. Angle groove on face of pressure

plate
Was filter element change period

correct?
3. Lube groove enlarged and edges Abrasive wear caused by fine partirounded
cles - dirt (fine contaminants, not
4. Dull area on shaft at root of tooth visible to the eye).
Were correct filter elements used?

Hoist cylinder rod wiper and seals in
good condition?
5. Dull finish on shaft in bearing area
Cylinder rods dented or scored?
6. Sandblasted gear bore in housing
Was system flushed properly after

previous failure?
1. Scored pressure plates
Was system flushed properly after

previous failure?
2. Scored shafts
3. Scored gear bore
Abrasive wear caused by metal par- Contaminants generated elsewhere

ticles - (coarse contaminants, visible in hydraulic system?
to the eye).
Contaminants generated by wearing
pump components?
1. External damage to pump
Interference between pump and

adjacent components?
2. Damage on rear of drive gear and Incorrect pump installation

rear pressure plate only
Did shaft bottom in mating part?
1. Eroded pump housing
Tank oil level correct?
2. Eroded pressure plates
Oil viscosity correct?
Aeration-cavitation
a. Restricted oil flow to pump
b. Aerated oil
Restriction in pump inlet line?

Air leak in pump inlet line?
Loose hose or tube connection?
1. Heavy wear on pressure plate

2. Heavy wear on end of gear
Was oil level correct?

Lack of oil
1. Housing heavily scored

2. Inlet peened and battered
Tank strainers restricted?

Metal object left in system during initial assembly or previous repair?
Damage caused by metal object
Metal object generated by another

failure in system?
3. Foreign object caught in gear

teeth
1. Pressure plate black
2. O-rings and seals brittle
Metal object left in system during initial assembly or previous repair?

Excessive heat
3. Gear and journals black
Was relief valve setting too low?

Oil viscosity correct?
Oil level correct?
1. Broken shaft
Overpressure
2. Broken housing or flange
L03036
Relief valve setting correct?

Relief valve functional?
L3-21
NOTES
L3-22
L03036
SECTION L4
STEERING CIRCUIT
INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
Steering Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
Bleed-down Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
Bleed-down Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5
High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5
Warning Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-5
FLOW AMPLIFIER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-7
STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-17
L04050
Steering Circuit
L4-1
NOTES
L4-2
Steering Circuit
L04050
STEERING CIRCUIT
OPERATION
COMPONENT DESCRIPTION
The steering and brake pump supplies oil to bleeddown manifold (2, Figure 4-1). The bleed-down manifold supplies oil to steering accumulators (3) and the
steering control valve via flow amplifier (4). Oil entering the accumulators pushes the floating pistons
within the accumulators upward, compressing the
nitrogen on the opposite side of the pistons. The
nitrogen pressure increases directly with steering circuit pressure. The top side of the pistons are precharged to 9653 kPa (1400 psi) with pure dry nitrogen. When the steering circuit pressure reaches
18 961 kPa (2750 psi), each accumulator will contain
approximately 23 l (4 gal.) of hydraulic oil. The accumulators supply hydraulic oil to the steering circuit in
an emergency situation when steering pump pressure is lost.
Steering Control Valve

The steering control valve is mounted in the front
compartment of the of the cab, behind the access
panel.
Operation of the steering valve is both manual and
hydraulic. The steering valve incorporates a hydraulic control valve. Manual steering effort applied to the
steering wheel by the operator actuates the valve.
The valve directs hydraulic oil through the flow amplifier valve to the steering cylinders to provide the
operator with power steering.
Bleed-down Manifold
The steering circuit pressure is normally maintained
at 18 961 kPa (2750 psi) by the compensator located
in the steering/brake pump. Should a malfunction
occur and system pressure exceed this setting, the
bleed-down manifold relief valve will relieve the pressure at 22 408 kPa (3250 psi).
If a loss in steering pressure occurs, stop the

truck, immediately. Pressure in the accumulators
allows the operator to steer the truck only for a
short period. DO NOT attempt further operation
until the problem is located and corrected.
Hydraulic oil from the bleed-down manifold flows to

the closed center steering control unit via the flow
amplifier. Oil entering the steering control unit is
blocked until the steering wheel is turned. The steering control unit then directs oil to the flow amplifier
and then to the steering cylinders. Return oil from the
steering cylinders flows back through the flow amplifier and bleed-down manifold. The oil then flows
through the low pressure filters to be cleaned before
returning to the hydraulic tank.
L04050
The bleed-down solenoid will relieve pressure contained in the steering accumulators each time the key
switch is turned to the OFF position.
The check valve in the supply port allows flow to
enter the bleed-down manifold, but blocks reverse
flow back to the pump in the event of pump failure.
All check valves, relief valves and the bleed-down
solenoid are replaceable. Valves and solenoids are
replaced as a unit and are not repairable.
Steering Circuit
L4-3
FIGURE 4-1. STEERING CIRCUIT COMPONENTS

1. High Pressure Filter
2. Bleed-down Manifold
3. Accumulators
4. Flow Amplifier Valve
5. Manifold
Bleed-down Solenoid
Each time the key switch is turned OFF, it activates a
timer that energizes the bleed-down solenoid. When
the bleed-down solenoid is energized, all hydraulic
steering pressure, including the accumulators, is
purged back to the hydraulic tank.
L4-4
After approximately 90 seconds, the timer will deenergize to close the return port to tank. By this time
all the oil in the accumulators should have returned
to tank.
Steering Circuit
L04050
Accumulators
High Pressure Filter
The accumulators are bladder type accumulators.

The top side of the accumulators are charged to
9653 kPa (1400 psi) with pure dry nitrogen. Oil entering the accumulators pushes the bladder upward
compressing the nitrogen on the top side. The nitrogen pressure increases directly with steering circuit
pressure. When steering circuit pressure reaches
18 961 kPa (2750 psi), the accumulators will contain
approximately 23 l (4 gal.) of pressurized oil available
for steering the truck. The accumulators also provide
oil to be used in case of an emergency situation
should the pump become inoperative.
The high pressure filter is a secondary filtering system, filtering oil for the steering and brake apply circuits. Oil is filtered through a Beta 12=200 filter to
reduce the possibility of contamination and subsequent damage to the hydraulic system.
A pressure switch for the steering oil is located above

the bleed-down manifold. The switch is normally
closed and is used to activate a warning buzzer and
a red warning light when the key switch is turned to
the ON position. These alarms are used to alert the
operator that steering circuit pressure is less than
12 755 kPa (1850 psi).
At the top of each accumulator is another pressure
switch. These pressure switches are used to activate
the accumulator warning light when the nitrogen
pressure is below 5861 kPa (850 psi). If the warning
light illuminates with the key switch ON, the nitrogen
must be charged to 9653 kPa (1400 psi).
Flow Amplifier
The flow amplifier (Figure 4-2) is located on the left
frame rail forward of the front suspension. The flow
amplifier is necessary in the steering circuit due to
the large volume of oil required for steering. The flow
amplifier uses the amount of flow from the steering
control valve to determine the amount of amplified
flow to send from the bleed-down manifold to the
steering cylinders.
L04050
If flow through the steering filter is restricted, a switch

located on the filter housing will turn on the machine
monitor lamp. Steering circuit filter element restriction
will be recorded and can be displayed on the Electronic Display Panel (EDP). The indicator may activate when oil in the system is cold. If this occurs, the
light should turn off when system oil warms. If the
warning is active after the oil reaches normal operating temperature, notify maintenance personnel
immediately.
Change the high pressure filter element every 1000
hours or when notified by the warning indicator.
Warning Devices
Several methods are used to warn the operator of
impending problems in the hydraulic system.
Warning lamps on the EDP will illuminate if a problem occurs with low steering pressure or low accumulator nitrogen precharge. If either or both of these
lights illuminate, the central warning lamp will illuminate. The EDP will display a fault code indicating the
exact problem, including the accumulator with the
low precharge or open switch circuit.
Steering Circuit
L4-5
FIGURE 4-2. FLOW AMPLIFIER
L4-6
Steering Circuit
L04050
FLOW AMPLIFIER OPERATION

Refer to Figures 4-3 through 4-6 for oil flow paths
during the following conditions:
Neutral (No steer)
Steering left
Steering right
External shock load
Neutral (No Steer)

High pressure oil from the steering pump and steering accumulators is available through the steering
bleed-down manifold to the HP port on the flow
amplifier.
Upon entering the priority valve, oil flows past the
spool to the closed amplifier valve. Oil also flows out
port P through a hose to port P on the steering control unit. In the control unit, oil flows to a closed area
in the control valve. As pressure increases in these
two areas, oil passes through orifices in the end of
the priority valve. Pressure increases at the end of
the valve and port PP. When pressure reaches
approximately 3447 kPa (500 psi), the spool compresses the spring and closes off oil supply through
area A resulting in high pressure at PP. Pressure
remains at 3447 kPa (500 psi) at the amplifier spool
and steering control unit.
L04050
Steering Circuit
L4-7

(No Steer)
L4-8
Steering Circuit
L04050
Steering Left
When the operator turns the steering wheel to the
left, the steering control unit valve is opened. This
allows oil entering through port P to pass to the gerotor section of the control unit to turn the rotor. Oil in
the other side of the gerotor flows through other passages in the control unit valve and out steering control unit port L. This oil enters port L in the flow
amplifier and flows to closed area B in the directional
valve.
As pressure in this area increases, oil also flows into
the spool through orifice C to the spring area on the
end of the directional valve. The pressure then forces
the spool to compress the springs on the opposite
end. This movement allows the oil entering area B to
pass through the directional valve to area D of the
amplifier valve through sleeve E holes to a passage
between sleeve E and valve F, through hole G in
sleeve E where it initially is blocked by the valve
body.
As pressure increases in this area, oil also flows from
area D around the outside of sleeve E around pin H
through orifice J to build pressure on the end of the
amplifier valve and opens hole G only enough to
allow the flow of oil coming from the steering control
unit to pass to the control area of the directional
valve.
At the same time, the movement of sleeve E opened
the holes near the spring end to allow the oil from the
priority valve to flow into the center of sleeve E.
L04050
The oil inside sleeve E pushes valve F against its

spring to give the oil access to a series of holes K
that are in the same plane as hole G. The passage of
oil through holes K past the valve body is metered by
holes K being opened the same proportion as is hole
G. The number of holes K (7) in sleeve E determine
the amount of additional oil that is added to the steering control unit oil passing through hole G.
This combined oil going to the center area Q of the
directional valve passes out port CL of the flow
amplifier assembly and travels to the steering cylinders to steer the front wheels to the left. As the cylinders move, oil is forced to return out the opposite
ends, enter port CR of the flow amplifier assembly,
pass through the directional valve to area M, passes
through the return check valve N, and exit port HT to
the hydraulic reservoir.
At the steering control unit when the operator turned
the steering wheel, supply oil from port P was also
delivered through the control unit valve to port LS.
This oil enters the flow amplifier assembly through its
LS port and builds pressure in the spring area of the
priority valve. This additional force on the spring end
of the priority valve causes area A to open and allow
the necessary flow and pressure to pass through the
amplifier valve to operate the steering cylinders.
The flow amplifier includes a relief valve in the priority spring area that is used to control maximum steering working pressure to 18 961 kPa (2750 psi) even
though supply pressure coming in to port HP is
higher. When 18 961 kPa (2750 psi) is obtained, the
relief valve prevents the LS pressure from going
higher and thereby allows the priority valve to compress the spring enough to close off the area A when
18 961 kPa (2750 psi) is present.
Steering Circuit
L4-9

(Steering Left)
L4-10
Steering Circuit
L04050
Steering Right
Only a few differences occur between steer left and
steer right. When the operator turns the steering
wheel right, oil is supplied out ports R and LS of the
steering control unit.
The oil enters the flow amplifier assembly at port R
and shifts the directional valve the opposite direction.
The oil flows through the amplifier valve exactly the
same. The combined oil from the amplifier valve
passes through the center area Q of the directional
valve to port CR where it goes to the opposite ends
of the steering cylinders to turn the wheels right.
The returning oil flows through port CL back to the
tank. The LS oil operates exactly the same as steering left.
L04050
Steering Circuit
L4-11

(Steering Right)
L4-12
Steering Circuit
L04050
No Steer, External Shock Load

When the operator is not turning the steering wheel,
the steering control unit valve supply is closed. The
directional valve remains centered by its springs thus
closing the passages to ports CL and CR. This creates a hydraulic lock on the steering cylinders to prevent their movement.
If the truck hits an obstruction to cause a large shock
load to force the wheels to the left, increased pressure will occur in the ends of the cylinders connected
to port CR. The shock and suction relief valve inside
the flow amplifier assembly at port CR will open at its
adjusted setting of 21 374 kPa (3100 psi) and allow
oil to escape from the pressurized ends of the cylinders preventing a higher pressure.
L04050
As the cylinders are allowed to move, the other ends

will have less than atmospheric pressure on port CL.
This low pressure permits oil that is escaping through
the CR port relief valve to flow through the check
valve portion of the shock and suction relief valve
connected to port CL. The oil then flows to the low
pressure ends of the cylinders to keep the cylinders
full of oil and prevent cavitation.
A shock load in the opposite direction reverses the
above description.
Steering Circuit
L4-13

(No Steer, External Shock Load)
L4-14
Steering Circuit
L04050
STEERING/BRAKE PUMP
COMPONENTS
Steering/brake pump (Figure 4-7) is mounted on the

rear of the transmission pump, located at the lower
left side of the Power Take Off (PTO). The steering
pump drive shaft connects to the transmission pump
driveshaft through a splined coupling. This pump
also provides the oil supply for the service brake
application circuits.
Drive shaft (1, Figure 4-7) is located through the center line of pump housing (5) and valve plate (31).
Pump cylinder barrel (30) is splined to the drive shaft.
The pump is a pressure-compensated, piston pump.

The pump delivers oil through a high pressure filter to
the bleed-down manifold. At the bleed-down manifold, oil is directed to the steering circuit (accumulators, flow amplifier, etc.) and to the brake system
components mounted in the hydraulic cabinet.
The pump pressure compensator is located in the
control group and is mounted on the pump valve
plate. The compensator maintains oil pressure in
both circuits at 18 961 kPa (2750 psi).
L04050
Ball bearing (2) supports the driven end of the drive

shaft. A bushing supports the other end. The bushing
is part of the valve plate assembly.
The pump cylinder barrel rotates on a journal type
cylinder bearing (35). Valve plate (31) has two crescent shaped ports. Piston/shoe assemblies (29) in
the cylinder barrel are held against swashblock (27)
by shoe retainer (34). The shoe retainer is held in
position by fulcrum ball (33) which is forced outward
by shoe retainer spring (32). The spring acts against
the pump cylinder barrel forcing the piston shoes
against the swashblock. The semi-cylindrical shaped
swashblock limits the piston stroke and can be swiveled in an arc shaped saddle bearing (36). The angle
of the swashblock is controlled by the control group
(not shown). Refer to Operation later in this chapter.
Steering Circuit
L4-15
FIGURE 4-7. STEERING/BRAKE PUMP (Cross Section)

1. Drive Shaft
14. Plug
27. Swashblock
2. Drive Shaft Bearing
15. O-Ring
28. Retainer Ring
3. Shaft Seal
16. Plug
29. Piston/Shoe Assembly
4. Roll Pin
17. O-ring
30. Cylinder Barrel
5. Housing
18. Roll Pin
31. Valve Plate
6. Gasket
19. O-Ring
32. Shoe Retainer Spring
7. Socket Head Screw
20. Seal Retainer
33. Fulcrum Ball
8. O-Ring Seal
21. Bearing Retainer Ring
34. Shoe Retainer
9. Rear Shaft Cover
22. Shaft Bearing Retainer Ring
35. Cylinder Bearing
10. Roll Pin
23. Roll Pin
36. Saddle Bearing
11. Socket Head Screw
24. Roll Pin
37. Roll Pin
12. Spline Cover
25. Guide Plate
13. Cap Screw
26. Flat Head Screw
L4-16
Steering Circuit
L04050
OPERATION
Full Pump Volume (Figure 4-8):
Rotating the drive shaft turns the splined cylinder,
which contains the pistons. When the cylinder is
rotated, the pistons move in and out of their bores as
the shoes ride against the angled swashblock.
As the cylinder rotates, the individual piston bores
are connected, alternately, to Port A (upper) and Port
B (lower). While connected to the upper side (suction) Port A, each piston moves outward, drawing
fluid from Port A into the piston bore until it's outermost stroke is reached. At that point, the piston bore
passes from the upper crescent port to the lower
crescent port.
FIGURE 4-8. PUMP AT FULL VOLUME
While rotating across the lower crescent, each piston

moves across the angled swashblock face. Thus,
each piston is forced inward. Each piston displaces
fluid through the lower crescent to Port B until it's
innermost stroke is reached. At that point, the piston
bore passes from the lower to the upper crescent
again, and the operating cycle is repeated.
Half Pump Volume (Figure 4-9):

Swashblock angle determines the length of piston
stroke thereby determining the amount of delivery
from the pump. In this illustration, the stroke angle is
one-half of the stroke angle shown in Figure 4-8.
Therefore, the piston stroke and pump delivery is one
half the delivery in Figure 4-8.
FIGURE 4-9. PUMP AT HALF VOLUME
Neutral Position (Figure 4-10):

Neutral position results when the control centers the
swashblock. The swashblock angle is now zero and
the swashblock face is now parallel to the cylinder
face. Therefore, no inward or outward motion of the
pump pistons exist as the piston shoes rotate around
the swashblock face. The lack of inward and outward
motion results in no fluid being displaced from the
piston bores. Consequently, there is no delivery from
pump ports.
FIGURE 4-10. PUMP IN NEUTRAL POSITION
L04050
Steering Circuit
L4-17
NOTES
L4-18
Steering Circuit
L04050
SECTION L5
STEERING CONTROL UNIT
INDEX
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
REBUILD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-8
L05032
L5-1
NOTES
L5-2
L05032
STEERING CONTROL UNIT

Removal
1. Shut off the engine. Wait 90 seconds for the
steering circuit to depressurize. Turn the steering wheel to verify that the pressure has been
relieved from the system.
4. Remove cap screws (10, Figure 5-1) from the

steering unit mounting bracket. Remove steering control unit (7).
2. Clean the steering control unit and surrounding

area to prevent contamination.
3. Tag and disconnect the hydraulic lines from the
unit. Plug the lines to prevent spillage and possible contamination to the system.
Remove pressure from the steering system

before removing hydraulic lines. Avoid contact
with hot oil. Properly contain oil and plug all
openings to prevent contamination.
FIGURE 5-2. STEERING CONTROL UNIT

1. Brake Valve
5. "T" Port Hose
2. Steering Control Unit
6. "P" Port Hose
3. "LS" Port Hose
7. "R" Port Hose
4. "L" Port Hose
Installation
1. Lubricate the male splines on the end of the
steering column shaft.
2. Place steering control unit (7) into position.
Install cap screws (10). Tighten the cap screws
to standard torque.

INSTALLATION
1. Steering Wheel
2. Button Horn
3. Steering Column
4. Cap Screw
5. Flat Washer
6. Lock Washer
L05032

8. LH Bracket
9. RH Bracket
10. Cap Screw
11. Lock Washer
L5-3
3. Remove the plugs from the hydraulic lines.

Connect the hydraulic lines. Use the tags created during disassembly for reference.
Serious damage and personal injury may occur if

a truck is operated with the hydraulic steering
lines improperly installed. Improperly installed
hydraulic lines can result in uncontrolled steering and/or sudden and rapid rotation of the steering wheel when turning. The steering wheel may
turn rapidly and may not be stopped manually.
After installing the steering control unit, check
the steering lines for correct installation before
starting the engine.
REBUILD PROCEDURE
Tools required for disassembly and assembly:
2 screwdrivers (4-6 in. long, 1/8 in. flat blade)
1/2 inch socket (12 point)
1/2 inch breaker bar
Torque wrench, 120 Nm (90 lb ft) capacity.
Plastic hammer or rubber hammer
Retaining ring pliers
Fabricated spring installation tool (Figure 5-4).
The steering control unit is a precision unit manufactured to very close tolerances. Complete cleanliness
is necessary when rebuilding the unit. Work in a
clean area and use lint free wiping materials or dry
compressed air. Use a wire brush to remove foreign
material and debris from around the exterior joints of
the unit before disassembly. Use clean solvent for
cleaning and clean hydraulic oil for initial lubrication.
FIGURE 5-4. SPRING INSTALLATION TOOL
FIGURE 5-3. PORT IDENTIFICATION

"T" - Return to Tank
"P" - Supply from Pump
"L" - Left Steering
NOTE: This tool is extremely helpful during

centering spring installation.
"R" - Right Steering

"LS" - Load Sensing
4. Check for proper steering wheel rotation without

binding. Rotate the wheel 1/4 turn to the left and
the right. The steering wheel should return to
the neutral position from each direction.
L5-4
L05032
Disassembly
1. Clamp the housing in a vise with the metering
end up. Clamp lightly on the edges of the
mounting area, as shown in Figure 5-5.
Use protective material on the vise jaws. DO NOT

over-tighten the jaws.
FIGURE 5-6. MARKING COMPONENTS

1. Steering Control
Unit
2. Match Marks
3. Cap Screw With Roll

Pin
4. Pin Location Mark
3. Remove the end cover cap screws and washers. Remove cap screw with rolled pin (3, Figure 5-6). Mark the location of the cap screw for
reassembly.
4. Remove end cover (1, Figure 5-7) and O-ring
(2). Remove gear wheel set (3).
5. Remove cardan shaft (11, Figure 5-10) distribution plate (15) and O-ring (14).
FIGURE 5-5. CLAMPING STEERING UNIT
2. Mark the gear wheel set and end cover to

ensure proper orientation during assembly.
NOTE: Although the illustrations do not show the unit
in a vise, it is recommended that the unit be kept in
the vise during disassembly.
L05032
6. Remove threaded bushing (4) and ball (3). Separate the spools from the housing. Remove Oring (5), kin ring (6) and bearing assembly (7).
7. Remove ring (8) and pin (9). Carefully push the
inner spool out of the outer sleeve.
8. Press neutral position springs (10) out of their
slot in the inner spool. Note the orientation of
the centering springs.
9. Remove dust seal (2, Figure 5-8) using a
screwdriver. DO NOT scratch the seal bore.
L5-5

1. Clean all parts carefully with fresh cleaning solvent.
2. Carefully inspect all parts and replace parts as
necessary. Replace all O-rings, seals and neutral position springs with new parts.
3. Prior to assembly thoroughly lubricate all parts
with clean hydraulic oil.
FIGURE 5-7. END COVER REMOVAL

1. End Cover
2. O-ring
3. Gear Wheel Set

4. Housing
FIGURE 5-9. SPOOL AND SLEEVE ASSEMBLY

1. Slots
2. Hole
3. Spool
4. Sleeve
FIGURE 5-8. DUST SEAL REMOVAL

1. Screwdriver
2. Dust Seal
L5-6
3. Housing
L05032

1. Dust Seal
2. Housing & Spools
3. Ball
4. Threaded Bushing
5. O-ring
6. Kin Ring
7. Bearing Assembly
8. Ring
L05032
9. Pin
10. Neutral Position Springs
11. Cardan Shaft
12. Spacer
13. Tube
14. O-ring
15. Distribution Plate
16. Gear Wheel Set
17. O-ring
18. O-ring
19. End Cover
20. Washers
21. Rolled Pin
22. Cap Screw With Bore
23. Cap Screws
L5-7
Assembly
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used. The reason is that in the
other end of the sleeve and spool (opposite end of
the spring slots) there are three slots in the spool and
three holes in the sleeve. These must be opposite
each other during assembly so that the holes are
partly visible through the slots in the spool. Refer to
Figure 5-10.
1. Carefully assemble the spool and the sleeve so

the centering springs slots are aligned.
2. Apply a light film of clean oil to the outside
diameter of the spool. Rotate the spool while
sliding the parts together.
FIGURE 5-11. INSTALLING CENTERING SPRINGS
The spool and sleeve are machined to very close

tolerances. DO NOT use force when rotating the
parts during assembly. DO NOT scuff the sleeve
during assembly.
3. Test for free rotation. The spool should rotate
smoothly in the sleeve with finger tip force
applied at the splined end.
4. Align the springs slots in the spool and the
sleeve. Stand the parts on the bench. Insert
spring installation tool (Figure 5-11) through the
spring slots of both parts.
2. Centering Springs
1. Spring Installation
Tool
Alternate
Springs
Method
For
Installing
Centering
a. Place a screwdriver in the spool slot as

b. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
the screwdriver.
NOTE: If a spring installation tool is not available,

refer to Alternate Method For Installing Centering
Springs.
c. Push two curved neutral position springs in

between one side of the screwdriver blade
and a flat spring. Repeat for the opposite
side. Remove the screwdriver.
5. Assemble the centering springs on the bench

Proper orientation of the springs is shown in
Figure 5-12.
d. Slide the inner spool in the sleeve. Compress the ends of the neutral position springs
and push the springs into place in the sleeve.
Install the cross pin.
6. Insert one end of the spring set into the installation tool (Figure 5-11).
7. Compress the end of the centering spring set
and push into the spool and sleeve assembly.
Keep pressure on the spring ends when withdrawing the installation tool, pushing forward on
spring set.
L5-8
L05032
FIGURE 5-12. NEUTRAL POSITION SPRING INSTALLATION
8. Install ring (1, Figure 5-13) rear bearing race

(2), bearing (3) and front bearing race (4) in
order. The chamfer on the rear bearing race
must be facing away from the bearing. Position
the O-ring and kin ring on the spool.
9. Place the dust seal in position. Position a flat,
iron block over the seal, and tap into position.
10. Rotate the steering control unit so the housing
is horizontal. While gently rotating the parts,
guide the spool and sleeve assembly into the
housing bore. Refer to Figure 5-14.
11. Install the check ball in the hole shown in Figure
5-15. Install the threaded bushing and lightly
tighten.
12. Grease the housing O-ring with petroleum jelly
and install in the housing groove.

1. Ring
2. Rear Bearing Race
3. Bearing
L05032
4. Front Bearing Race

5. Spool
6. Sleeve
L5-9
13. Install distribution plate (15, Figure 5-9), aligning the channel holes to match the corresponding holes in the housing. Guide cardan shaft
(11) into the bore. The slot in the cardan shaft
must be parallel to the cross pin.
NOTE: Position the cardan shaft so that it is held up
and in position by a mounting fork. Refer to Figure 516. The mounting fork can be fabricated from a small
piece of thin gauge metal.
FIGURE 5-15. CHECK BALL INSTALLATION

1. Housing
3. Check Ball Hole
2. Check Ball
4. O-ring
FIGURE 5-14. SPOOL AND SLEEVE

INSTALLATION
1. Housing
2. Spool & Sleeve
14. Grease the O-rings on both sides of the gear

wheel set with petroleum jelly and install.
15. Install the gear wheel set.
NOTE: The gear wheel (rotor) and cardan shaft must
be assembled with a tooth base in the rotor
positioned in alignment with the slot in the cardan
shaft. Refer to Figure 5-17.
FIGURE 5-16. CARDAN SHAFT INSTALLATION
L5-10
L05032
FIGURE 5-18. GEAR WHEEL SET INSTALLATION

1. Gear Wheel Set
2. Cross Pin (Outline)
3. Rotor
4. Cardan Shaft
FIGURE 5-17. GEAR WHEEL ROTOR

INSTALLATION
NOTE: The rotor and cross pin must now be in the

position shown, in relation to each other. Refer to
Figure 5-18.
16. Place the end cover into position. Install the cap
screws with washers. Install the cap screw with
roll pin in the position shown in Figure 5-6.
Tighten the cover cap screws in a criss-cross
pattern to 3 0.5 Nm (24 5 lb in.).
L05032
L5-11
NOTES
L5-12
L05032
SECTION L6
STEERING CIRCUIT COMPONENT REPAIR
INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3

BLEED-DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Adjusting Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-3
Testing and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-4
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-8
ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-11
Leak Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-12
STEERING ACCUMULATOR CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-14
Temperature During Precharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17
ACCUMULATOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-18
STEERING CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-19
L06040 03/11
Steering Circuit Component Repair
L6-1
STEERING CYLINDER REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21
STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-21
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-22
PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-23
Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-24
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-25
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-25
Drive Shaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-26
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-26
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-26
Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-26
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-27
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-28
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-29
Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-31
STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-32
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-32
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-32
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-33
L6-2
03/11 L06040
STEERING CIRCUIT COMPONENT REPAIR

BLEED-DOWN MANIFOLD
DO NOT loosen or disconnect hydraulic lines or

components until the engine is stopped and the
key switch has been OFF for at least 90 seconds.
death. Seek the proper medical treatment by a
physician familiar with this injury, immediately.
Removal
NOTE: It may not be necessary to remove the bleeddown manifold from the truck to replace components.
If a problem area has been isolated, simply remove
the inoperative component and replace with a new
part.
FIGURE 6-1. BLEEDDOWN MANIFOLD
Adjusting Relief Valve
1. Depressurize the system and install a 34 474
kPa (5000 psi) pressure gauge in the pressure
test port (6, Figure 6-1) of the bleed-down manifold.
2. Start the engine and operate at low idle.
3. Loosen the locknut on the compensator valve
on the steering pump.
1. Brake Circuit Supply

3. Return to Tank
5. Supply From Steering
Pump (Check Valve)
6. Test Port
7. From Accumulator
8. To Flow Amplifier
9. From Flow Amplifier
10. Accumulator BleedDown Solenoid
11. Low Steering
Pressure Switch
12. Auto-Lube Supply
4. Adjust the pump compensator valve, raising the

pressure until the bleed-down manifold relief
valve opens at 22 408 kPa (3250 psi).
6. Secure the system relief valve with the locknut.

Install the acorn nut.
5. If the bleed-down manifold relief valve setting is

above or below 22 408 kPa (3250 psi), carefully
loosen the locknut on relief valve (4) and adjust
the pressure setting until 22 408 kPa (3250 psi)
is obtained.
7. Turn the steering pump pressure compensator

adjustment screw counterclockwise to reduce
pressure. Steer the truck and adjust to allow circuit pressure to drop to approximately 17 237
kPa (2500 psi).
NOTE: Each 1/16 turn of the adjusting screw is

equivalent to a setting change of approximately 690
kPa (100 psi).
L06040 03/11
8. Turn the pressure compensator adjustment

screw clockwise to obtain 17 237 kPa (2750
psi) on the gauge at the steering bleed-down
manifold test port. Tighten the jam nut to lock
the adjustment screw when the correct pressure is obtained.
L6-3
Testing and Adjustment

1. Shut off the engine. Depressurize the steering
accumulators before opening the circuit.
2. Disconnect the return to tank line (3, Figure 6-1)
from the bleed-down manifold.
3. Start the engine and operate at low idle.
4. With the hydraulic oil at normal operating temperature, check the leakage. Maximum allowable leakage is 32.8 ml (1 oz) per minute.
DO NOT turn the key switch to OFF to depressurize the accumulators while the steering return
lines are open. The return lines will contain accumulator oil flow during the depressurization
cycle.
5. If leakage is excessive, reconnect the return
line.
6. Turn the key switch to OFF and allow at least
90 seconds for the accumulators to depressurize.
7. Remove bleed-down solenoid valve (10) and
relief valve (4). Replace the O-rings on both
valves and reinstall.
8. Repeat the test procedure.
9. If leakage is still excessive, replace both the
bleed-down solenoid valve and the relief valve.
L6-4
FIGURE 6-2. BLEEDDOWN VALVE SCHEMATIC

1. Accumulator Pressure Switch 5861 kPa (850 psi)
2. Return From Automatic Lubrication System
3. Accumulators
4. Steering Pressure Switch 12 755 kPa (1850 psi)
5. Differential Valve
6. Outlet to Flow Amplifier
7. Return from Flow Amplifier
8. Piloted Check Valve
9. Relief Valve: 3447 kPa (500 psi)
10. Accumulator Bleed-down Solenoid
11. Supply to Brake System
12. Return to Tank
13. Relief Valve 22 408 kPa (3250 psi)
14. Supply from Steering Pump / Check Valve
03/11 L06040
FLOW AMPLIFIER
Disassembly
Removal
The flow amplifier valve is a precision unit manufactured to close tolerances. Therefore, complete cleanliness is a must when handling the flow amplifier
valve. Work in a clean area and use lint free wiping
materials or dry compressed air. Use a wire brush to
remove foreign material and debris from around the
exterior of the valve before disassembly. Use clean
solvent to ensure cleanliness and clean hydraulic oil
for initial lubrication.

1. Remove counterpressure valve plug (17, Figure

6-3), and O-ring (16). Remove counterpressure
valve assembly (15).
1. Turn the key switch OFF and allow 90 seconds

for the accumulators to depressurize. Disconnect each hydraulic line from the flow amplifier.
Tag all hoses and plug all openings.
3. Remove cap screw (37) and cap screws (36).

Remove lock washers (38 & 39). Remove end
cover (47).
2. Support the flow amplifier valve. The weight of

the flow amplifier is approximately 29 kg (69 lb).
Remove the mounting cap screws and remove
the valve from the machine.
3. Move the valve to a clean work area for disassembly.
2. Remove relief valve plug (18) and seal (19).

Remove relief valve (20). Remove steel seal
(21).
4. Remove spring stop (41) and spring (42).

Remove spring stop (34) and springs (32 & 33).
Remove O-rings (40 & 49) and seal plate (50).
5. Remove spring control (31) and main spool
(29). Remove priority valve spool (43). Remove
spring control (25), springs (23 & 24) and spring
stop (22).
6. Remove amplifier valve spool assembly (51).
Set amplifier valve spool assembly aside for further disassembly, if required.
Installation
1. Lift the flow amplifier into position. The weight of
the flow amplifier is approximately 29 kg (69 lb).
2. Install the mounting cap screws and tighten to
standard torque.
3. Identify hydraulic line location. Remove the
plugs from the hoses. Install new O-rings on the
flange fittings and connect the lines to the
proper locations. Tighten the fittings securely.
7. Remove shock and suction valve (28). Set

shock and suction valve aside for further disassembly, if required.
8. Remove cap screws (1 & 3) and lock washers
(2 & 4). Remove end cover (5).
9. Remove O-rings (6, 7 & 8) and seal plate (9).
Remove spring (55).
10. Remove shock and suction valve assembly
(12). Set the shock and suction valve aside for
further disassembly, if required. Remove orifice
screw (13).
11. Remove orifice screw (53). Remove check valve
(54).
NOTE: If further disassembly is required for the

shock and suction valves refer to Figure 6-4.
L06040 03/11
L6-5
FIGURE 6-3. FLOW AMPLIFIER VALVE
L6-6
03/11 L06040
FIGURE 6-3. FLOW AMPLIFIER VALVE

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
Cap Screw
Lock Washer
Cap Screws
Lock Washer
Cover
O-ring
O-ring
O-ring
Seal Plate
O-ring
O-ring
Shock/Suction Valve (Complete)
Orifice Screw
Valve Housing
Counterpressure Valve (Complete)
O-ring
Plug
Plug
Seal
Relief Valve (Complete)
Steel Seal
Stop
Spring
Spring
Spring Control
Orifice Screw
O-ring
Shock/Suction Valve (Complete)
Main Spool
O-ring
Spring Control
Spring
Spring
Spring Stop
Orifice Screw
Cap Screws
Cap Screw
Lock Washer
Lock Washer
O-rings
Stop
Spring
Spool
Name Plate
Orifice Screw
Spring
Cover
Pins
O-rings
Seal Plate
Amplifier Spool Assembly (Complete)
O-ring
Orifice Screw
Check Valve
Spring
L06040 03/11
FIGURE 6-4. SHOCK AND SUCTION VALVE

ASSEMBLY
1. O-Ring
2. Pilot Section
3. O-Ring
NOTE: The flow amplifier valve is equipped with two

identical shock and suction valves. The valves are
only serviced as complete assemblies. O-rings (1 &
3, Figure 6-4) are replaceable. Relief valve (20,
Figure 6-3) check valve (54) and counterpressure
valve (15) are also serviced only as assemblies.
NOTE: Disassembly of the amplifier spool assembly

is only necessary should O-ring (2, Figure 6-5),
spring (9) or orifice screw (11) require replacement.
Otherwise, replace the amplifier spool assembly as a
complete unit. For complete disassembly refer to
Steps 12 & 13.
12. Remove retaining ring (7, Figure 6-5), remove

pin (5). Remove plug (10) and spring (9).
Remove retaining ring (6) and pin (4). Remove
inner spool (8).
13. Remove check valve (1). Remove O-ring (2).
Remove orifice screw (11) from plug (10).
14. Clean and inspect all parts carefully. Replace
parts as necessary.
L6-7
6. Install seal (21). Install relief valve (20), seal

(19), and plug (18). Tighten the plug to 2486
mNm (22 lb in.).
7. Install counterpressure valve (15). Install plug
(17) and new O-ring (16).
8. Install both shock and suction valves (12 & 28)
as complete units. Install spring stop (22)
springs (23 & 24) and spring control (25). Install
orifice screws (26 & 35) if removed from main
spool (29). Install main spool (29).
9. Install amplifier spool (51). Install priority valve
spool (43) and spring (42). Install spring (55).
10. Install spring control (31), springs (32 & 33) and
spring stop (34).
FIGURE 6-5. AMPLIFIER SPOOL ASSEMBLY
1. Check Valve
2. O-Ring
3. Spool
4. Pin
5. Pin
6. Retaining Ring
7. Retaining Ring
8. Inner Spool
9. Spring
10. Plug
11. Orifice Screw
Assembly
1. Thoroughly clean all parts. Lubricate each part
prior to installation with clean hydraulic oil.
2. Reassemble the amplifier spool assembly.
Install O-ring (2, Figure 6-5). Install check valve
(1). Install orifice screw (11) in plug (10). Install
pin (5) and retaining ring (7). Install spring (9)
and plug (10). Install pin (4) and retaining ring
(6). Install inner spool (8).
11. Lubricate O-rings (6, 7 & 8) with molycote

grease and position on cover (5) with seal plate
(9). Install end cover (5). Install cap screws (3)
and lock washers (4). Tighten the cap screws to
3 Nm (2 lb ft). Install cap screw (1) and lock
washer (2). Tighten the cap screw to 8 Nm (6
lb ft).
12. Lubricate O-rings (40 & 49) with molycote
grease and install on cover (47). Position seal
plate (5) on the end cover. Install end cover
(47). Install cap screws (36) and lock washers
(39). Tighten the cap screws to 3 Nm (2 lb ft).
Install cap screw (37) and lock washer (38).
Tighten the cap screw to 8 Nm (6 lb ft).
13. To prevent contamination, install plastic plugs in
each valve port.
3. Install orifice screw (13, Figure 6-3). Tighten the

orifice screw to 452 mNm (4 lb in.).
4. Install check valve (54). Tighten the check valve
to 904 mNm (8 lb in.).
5. Install orifice screw (53). Tighten the orifice
screw to 904 mNm (8 lb in.).
L6-8
03/11 L06040
ACCUMULATORS
1. Remove charging valve guard (5, Figure 6-6).
Removal
2. Loosen swivel nut (4, Figure 6-9) three complete revolutions while holding the valve body
stationary.
Depressurize the system accumulators before

opening the hydraulic circuits or installing test
gauges.
Then, open the shut-off valves on the brake manifold. Opening the valves allows the accumulator
3. Remove valve cap (1). Install the charging manifold assembly and release all the nitrogen pressure.
DO NOT loosen the complete charging valve

assembly. Loosening the charging valve may
result in the valve being forced out of the accumulator by the nitrogen pressure.
Wear a protective face mask when discharging
nitrogen gas.
FIGURE 6-6. ACCUMULATOR VALVES

1. Valve Manifold
2. O-Ring
3. Cap Screw
4. Lock Washer
5. Guard
6. Valve Cap
7. Flat Gasket
8. Valve Assembly
9. Pressure Switch
FIGURE 6-7. ACCUMULATOR MOUNTING

1. Accumulators
2. Clamp
L06040 03/11

4. Mounting Bracket
L6-9
4. Disconnect the electrical leads at pressure

switch (9, Figure 6-6).
5. Remove the oil lines from the bottom of the
accumulators. Plug all hoses and openings to
prevent contamination of the system. Disconnect and label the electrical wiring to the pressure switch.
6. Attach a lifting device to the top of the accumulator to be removed. The weight of the accumulator is 140 kg (309 lb).
Installation
1. Attach a lifting device to the top of the accumulator. The weight of the accumulator is 140 kg
(309 lb). Lift the accumulator into position onto
mounting bracket (4, Figure 6-7).
2. Install the clamps (2) and hardware to secure
the accumulator to the mounting bracket. Do
not overtighten as this could distort the accumulator.
7. Remove clamps (2, Figure 6-7) that secure the

accumulator.
3. If necessary, install the pressure switches. Connect the wiring harness to the pressure
switches.
8. Lift the accumulator from the truck and move to

a clean work area for disassembly.
4. Install the oil hoses to the bottom of the accumulators.

5. Charge both accumulators with pure dry nitrogen as outlined in Steering Accumulator Charging.
FIGURE 6-8. ACCUMULATOR ASSEMBLY

1. Bladder Assembly
2. Hydraulic Port Assembly
3. Anti Extrusion Ring
4. Shell
5. Nut
6. O-Ring Back-Up (Metal)
L6-10
7. O-Ring
8. O-Ring Back-Up
9. Spacer
10. Lock Ring
11. Valve Assembly
12. Bleed plug
13. Warning Plate

14. Gas Valve Manifold
15. Pressure Switch
16. O-Ring
03/11 L06040
Disassembly
1. Secure the accumulator body in a vise (preferably a chain vise).
NOTE: If a standard jaw vise is used, copper inserts
must be used to protect the hydraulic port from
damage. Clamp against the wrench flats only when
using a jaw vise to prevent the accumulator from
turning.
2. Remove bleed plug (12, Figure 6-8).
3. Using a spanner wrench, remove lock ring (10).
Use an adjustable wrench on the flats of
hydraulic port assembly (2) to prevent it from
rotating.
5. Check the anti-extrusion ring and the soft seals

for damage or wear. Replace all worn or damaged seals.
6. After the shell has been cleaned with a cleaning
solution, check the inside and outside of the
shell. Carefully inspect the area where the gas
valve and hydraulic port assembly pass through
the shell. Any nicks or damages in this area
could destroy the accumulator bladder or damage the new seals. If this area is pitted, consult
your Komatsu service manager.
4. Remove spacer (9), then push hydraulic port

assembly (2) into the shell.
5. Remove O-ring back-up (8), O-ring (7), and
metal back-up washer (6).
6. Separate anti-extrusion ring (3) from the
hydraulic port assembly. Fold it to enable
removal from the shell.
7. Hold the bladder valve stem and remove gas
valve manifold (14).
8. Remove nut (5).
9. Fold bladder (1) and remove. A slight twisting
motion, while pulling on the bladder, allows easier removal.
DO NOT attempt to repair the accumulator housing. Repairs may weaken the housing and result
in serious injury to personnel when pressurized.
Replace the accumulator housing if damaged.
Assembly
Assemble the accumulator in a dust and lint-free
area. Maintain complete cleanliness during assembly
to prevent possible contamination of the hydraulic
system.
1. Place accumulator shell (4, Figure 6-8) in a vise
or on a table.

1. All metal parts must be cleaned with a cleaning
solution.
2. Lubricate the entire inside of the housing with

2.3 l (80 oz) of clean hydraulic fluid.
2. The seals and soft parts must be wiped clean.
3. Fold the bladder longitudinally in a compact roll.
3. Inflate the bladder to normal size using minimal

pressure. Wash the bladder with a soap solution. If the soap solution bubbles, discard the
bladder. After testing, deflate the bladder immediately.
4. Inspect the hydraulic port assembly for damage. Ensure the poppet plunger spins freely and
functions properly.
4. Insert a bladder pull rod through the valve stem

opening (nitrogen end) and out through the
shell fluid port (hydraulic oil end). Attach the
bladder pull rod to the bladder valve stem.
5. With one hand, pull the bladder pull rod while
inserting the bladder into the shell with the other
hand. Slight twisting of the bladder will make
this insertion easier.
6. Once the bladder valve stem has been pulled
through the valve stem opening in the shell,
install valve stem nut (5) by hand. Once the
valve stem nut is in place, remove the bladder
pull rod.
L06040 03/11
L6-11
7. Hold the bladder valve stem on the flats with a

wrench and tighten nut (5) securely.
8. If removed, install pressure switch (15) and
valve assembly (11). Install the charging valve
onto gas valve manifold (14). Install new O-ring
(16) on gas valve manifold (14). Hold the bladder valve stem with a wrench and install gas
valve manifold (14). Tighten securely.
10. Holding hydraulic port assembly (2) by the
threaded end, insert the poppet end completely
inside the shell.
11. Fold anti-extrusion ring (3) and insert it into the
shell. Place the anti-extrusion ring on the
hydraulic port assembly with the steel collar facing the shell fluid port.
12. Pull the threaded end of the port assembly
through the shell until it seats solidly.
13. Connect the nitrogen charging kit to the charging valve. Refer to Steering Accumulator Charging in this chapter to charge the accumulator.
With the hydraulic port assembly firmly in place,
slowly pressurize the bladder using dry nitrogen
to 172 kPa (25 psi). Continue to fill the bladder
to 345 kPa (50 psi) until the hydraulic port
assembly is firmly held in place.
14. Install metal back-up washer (6) against the
anti-extrusion ring.
18. Install lock ring (10) onto the hydraulic port

assembly and tighten securely. This will compress the O-ring into position. Use an appropriate wrench on the flats on the hydraulic port
assembly to ensure the unit does not turn.
19. Install bleed plug (12).
20. Charge the accumulator to 690-827 kPa (100120 psi). Refer to Steering Accumulator Charging in this chapter. After charging, install a plastic cover over the hydraulic port assembly to
prevent contamination. DO NOT use a screw-in
type plug.

NOT exceed 827 kPa (120 psi). Sudden loss of
NOTE: Charge the accumulators to 690-827 kPa
(100-120 psi) for storage. Pressurizing the
accumulators expands the bladder and holds oil
against the inner walls for lubrication and rust
prevention. Refer to Accumulator Storage in this
chapter.
15. Install O-ring (7) against metal back-up washer (6).

Leak Testing
DO NOT twist O-ring (7) during installation.
16. Install O-ring back-up (8).
To perform leak testing, a source of nitrogen pressure of 9653 kPa (1400 psi) and hydraulic pressure
of 24 132 kPa (3500 psi) will be required. A water
tank large enough to hold the accumulator and a
method of safely securing the accumulator in a holding fixture will be necessary.
17. Insert spacer (9) with the smaller diameter of

the shoulder facing the accumulator shell.
Securely mount the accumulator into a holding

fixture before high pressure testing. DO NOT
handle the accumulator if nitrogen pressure
exceeds 827 kPa (120 psi). Sudden loss of accumulator pressure can result in a projectile hazard
that can cause serious injury or death.
L6-12
03/11 L06040
1. Attach the appropriate lifting apparatus to the

accumulator. The weight of the accumulator is
approximately 140 kg (310 lb). Lift the accumulator into the holding fixture and secure. Attach
the lifting apparatus to the holding fixture and lift
it into the test tank.
2. Cover hydraulic port assembly (2, Figure 6-5)
with a plastic cap to prevent water entry. DO
NOT install a threaded plug in the hydraulic port
assembly. Install bleed plug (12).
3. Charge the accumulator to 9653 kPa (1400 psi).
Refer to Steering Accumulator Charging in this
chapter.
4. Fill the test tank so the accumulator is completely submerged and observe for 20 minutes.
No leakage (bubbling) is permitted. If leakage is
present, go to Step 7. If no leakage is present,
continue to the next step.
5. Drain the test tank. Remove the plastic plug
from hydraulic port assembly (2). Ensure no
moisture is present in the hydraulic port assembly.
9. If there are no leaks, charge the accumulator to

690-827 kPa (100-120 psi). Disconnect the
charging manifold. Use a wrench to tighten
charging nut (5, Figure 6-5) to 7-11 Nm (5-8 lb
ft).
10. Remove the accumulator from the test tank fixture.
.

11. Verify all labels are attached and legible. Refer

to the parts book if replacements are required.
6. Connect a hydraulic power supply. Pressurize

the accumulator with oil to 24 132 kPa (3500
psi). Refill the test tank with water and observe
for 20 minutes. No oil or nitrogen leakage is permitted.
7. Slowly release the oil pressure. Drain the test
tank and remove the hydraulic power supply
connection. Ensure no moisture is present in
hydraulic port assembly (2) and install a plastic
cap to prevent contamination. DO NOT install a
threaded plug in the hydraulic port assembly.
8. If any nitrogen gas or oil leakage was present,
discharge all the nitrogen gas using the charging equipment, and repair as necessary.
L06040 03/11
L6-13
STEERING ACCUMULATOR CHARGING

2. Remove bleed plug (12, Figure 6-8) from each
accumulator being charged.
Pure dry nitrogen is the only gas approved for
use in the steering accumulator. The accidental
charging of oxygen, or any other gas in this component, may cause an explosion.
When charging or discharging nitrogen gas in
the accumulator, ensure the warning labels are
observed, and the instructions regarding the
charging valve are carefully read and understood.
NOTE: If a new or rebuilt accumulator, or any bladder

accumulator with all the nitrogen discharged is being
precharged while installed on the truck and
connected to the hydraulic system, the oil side of the
accumulator must be vented to allow proper bladder
expansion. Release the trapped oil by removing the
bleeder plugs. Trapped air or oil on the hydraulic side
of the bladder will prevent the proper precharge
pressure.
3. Remove guard (5, Figure 6-6).
4. Close valves (1, 2, and 8, Figure 6-10).
5. Install the charging manifold assembly onto the
nitrogen gas supply tank. Open the valve on the
nitrogen supply tank.
6. Turn both T-handles (3) fully counterclockwise
before attaching the charging hose to the accumulator charging valve.
7. DO NOT loop or twist the hose. Attach swivel
connector (4) to the charging valve and tighten
to 1-2 Nm (10-15 lb in.).
Only precharge the accumulators while installed

on the truck. DO NOT handle the accumulator
with lifting equipment when the nitrogen precharge is above 827 kPa (120 psi).
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and/or charged at the same time.
1. With the key switch OFF, allow at least 90 seconds for the accumulator to depressurize. Turn
the steering wheel to ensure no oil pressure
remains in the accumulator.
FIGURE 6-9. CHARGING VALVE
1. Valve Cap
6. Valve Body
2. Seal
(Large Hex Nut)
3. Valve Core
7. O-Ring
4. Swivel Nut
8. Valve Stem
(Small Hex Nut)
9. O-Ring
5. Rubber Washer
L6-14
03/11 L06040
FIGURE 6-10. CHARGING MANIFOLD ASSEMBLY

1. Valve
2. Valve
3. T-Handle
4. Swivel Connector
5. Pressure Gauge (Regulated)
6. Regulator
7. Adapter
8. Valve
9. Pressure Gauge
9. Turn T-handle (3, Figure 6-10) clockwise to

open the charging valve. Fill time for this accumulator is four minutes.
Nitrogen pressure may be present in the accumulator. Turning the complete valve assembly may
result in the valve assembly being forced out of
the accumulator by the nitrogen pressure inside.
Ensure only swivel nut (4) is loosened.
8. Hold the charging valve stationary using valve
body (6, Figure 6-9) with one wrench and
loosen swivel nut (4) with a second wrench.
This will open the poppet inside the charging
valve.
If the accumulator is not charged slowly, the

bladder may be permanently damaged. A starburst rupture in the lower end of the bladder is a
characteristic failure caused by charging too rapidly.
NOTE: Three revolutions will fully open the valve.
L06040 03/11
L6-15
10. If the pressure is greater than 172 kPa (25 psi),

proceed to Step 12. If the pressure is less than
172 kPa (25 psi), set the regulator for 172 kPa
(25 psi). Completely open valve (1 or 8, Figure
6-10), whichever one is connected to the accumulator. Then slightly open valve (2) and slowly
fill the accumulator. Fill time for this accumulator
is four minutes.
11. When 172 kPa (25 psi) is obtained on pressure
gauge (9), close valve (2).
15. Turn the T-handle fully counterclockwise. Hold

valve body (6) and loosen the swivel connector
to remove the charging hose assembly. Check
for nitrogen leaks.
NOTE: If a new charging valve was installed, the
valve stem must be seated as follows:
a. Tighten swivel nut (4, Figure 6-6) to 14 Nm
(11 lb ft).
b. Loosen the swivel nut.
12. If the accumulator is not installed on the truck,

set the pressure regulator to 690 kPa (100 psi).
If the accumulator is installed on the truck, set
regulator (6) for the pressure listed in Table 1
based on the ambient temperature. Open valve
(2) and fill the accumulator.
c. Retighten the swivel nut to 14 Nm (11 lb ft).
13. After charging to the correct pressure, close

valve (2). Wait 15 minutes to allow the temperature and pressure of the nitrogen to stabilize. If
the desired pressure is low, adjust the regulator,
open valve (2), and add more nitrogen to obtain
the correct pressure. If the pressure has
exceeded the recommended pressure, then
slowly release the nitrogen pressure to obtain
the correct pressure.
16. Install and tighten the valve cap to 1-2 Nm (1015 lb in.). The valve cap serves as a secondary
seal. Install valve guard (5, Figure 6-6). Close
the valve on the nitrogen supply tank.
d. Again, loosen the swivel nut.

e. Finally, tighten the swivel nut to 5 Nm (4 lb
ft).
17. Install bleed plug(s) (12). If opened, close the

brake accumulator bleed-down valves.
18. Operate the truck and check the steering for
normal operation.
19. Check the hydraulic oil level and fill as necessary.
DO NOT release pressure by depressing the

valve core with a foreign object. High-pressure
may rupture the rubber valve seat.
14. Tighten swivel nut (4, Figure 6-9) to 7-11 Nm

(5-8 lb ft) to close the internal poppet.
L6-16
03/11 L06040
Temperature During Precharge
ACCUMULATOR STORAGE
Temperature variation can affect the precharge pressure of an accumulator. As the temperature
increases, the pressure increases. Conversely,
decreasing temperature will decrease the pressure.
To ensure accuracy, it is necessary to adjust the
charging pressure to offset temperature variations.
The temperature variation is determined by the ambient temperature at the time of charging. If the accumulator is mounted on the truck, wait one hour after
shutting the engine off. After an hour, measure the
ambient temperature to determine the proper charging pressure. Refer to Table 1.
The shelf life of bladders, under normal storage conditions, is one year. Normal storage conditions consist of the bladder being heat sealed in a black plastic
bag and placed in a cool, dry place away from the
sun, ultraviolet, and fluorescent lights, as well as
electrical equipment. Direct sunlight or fluorescent
light can cause the bladder to weather check and dry
rot, which appear on the bladder surface as cracks.
Example: Assuming the ambient temperature is

10C (50F), charge the accumulator to 9294 kPa
(1348 psi).
TABLE 1. Relationship Between Charging
Pressure and Ambient Temperature
Ambient
Temperature
Charging Pressure
70 kPa (10 psi)
-23C (-10F) and below
8232 kPa (1194 psi)
-17C (0F)
8412 kPa (1220 psi)
-12C (10F)
8584 kPa (1245 psi)
-7C (20F)
8763 kPa (1271 psi)
-1C (30F)
8943 kPa (1297 psi)
4C (40F)
9122 kPa (1323 psi)
10C (50F)
9294 kPa (1348 psi)
16C (60F)
9473 kPa (1374 psi)
21C (70F)
9653 kPa (1400 psi)
27C (80F)
9832 kPa (1426 psi)
32C (90F)
10 011 kPa (1452 psi)
38C (100F)
10 184 kPa (1477 psi)
43C (110F)
10 363 kPa (1503 psi)
49C (120F)
10 542 kPa (1529 psi)

Only precharge the accumulators to operating
pressure while installed on the truck. DO NOT
handle the accumulator with a nitrogen precharge greater than 827 kPa (120 psi).
1. If the accumulator has been rebuilt, ensure

there is approximately 2.3 l (80 oz) of oil inside
the accumulator before adding pressure.
2. Charge the accumulator to 690-827 kPa (100120 psi). Refer to Steering Accumulator Charging in this chapter.
NOTE: Pressurizing the accumulator fully expands

the bladder and holds a film of oil against the inner
walls for lubrication and rust prevention.
3. The hydraulic port assembly must be covered
with a plastic plug, without threads, to prevent
contamination. DO NOT install a threaded plug
in the hydraulic port assembly.
4. Store the accumulator in an upright position.
NOTE: Pressures below 8232 kPa (1194 psi) are not

recommended. The low accumulator pressure warning switch activates at 7584 310 kPa (1100 45
psi).
L06040 03/11
L6-17
Installation
Follow this procedure when installing an accumulator that was in storage. This procedure also
applies to newly purchased accumulators.
1. Install the pressure gauges on the accumulator
and check the pressure. Refer to Steering
Accumulator Charging in this chapter.
a. If the pressure is 165 kPa (24 psi) or less,
slowly drain off any nitrogen and proceed to
Step 2.
6. Stand the accumulator upright and secure.

Install the pressure gauges and charge the
accumulator first to 172 kPa (25 psi), then to
690 kPa (100 psi). Remove the gauges from the
accumulator and install a plastic dust cap over
the hydraulic port assembly. The fill time to
reach 172 kPa (25 psi) is approximately four
minutes.
7. Install the accumulator on the truck.
8. Charge the accumulator to operating pressure.
Refer to Steering Accumulator Charging in this
chapter to fully charge the accumulator to the
correct operating precharge pressure.
b. If the pressure is between 172 kPa (25 psi)

and 690 kPa (100 psi), set the regulator to
690 kPa (100 psi) and slowly charge the
accumulator to 690 kPa (100 psi). Disconnect the pressure gauges from the accumulator. Proceed to Step 7.
2. Remove the gauges from the accumulator.
3. Remove the plastic dust cap from the hydraulic
port assembly.
4. Lay the accumulator on a suitable work bench
and pour clean C-4 hydraulic oil, approximately
2.3 l (80 oz) into the accumulator through the
hydraulic port assembly. Allow time for the oil to
cover the inside of the accumulator.
5. Lay the accumulator flat and slowly roll the
accumulator two complete revolutions. This provides the necessary lubrication for charging.
L6-18
03/11 L06040
STEERING CYLINDER
Removal
Installation
1. Disconnect the lubrication lines at the cylinder

pins.
2. Support the cylinder with a suitable lifting
device. The weight of the steering cylinder is
3. Remove pin (4, Figure 6-11).
NOTE: Support steering cylinder (5) with a suitable

jack. Start the engine and operate the steering to
retract the piston rod, then disconnect the cylinder
from the frame.
1. Lift steering cylinder (5, Figure 6-11) into position. The weight of the steering cylinder is
2. Position rubber boot (1, Figure 6-12) and install
pin (4, Figure 6-11). Install the pin retaining cap
screw and washer and tighten to standard
torque.
3. Move the piston rod eye into position. Install
rubber boot (1) and the pin. Install the pin
retaining cap screw and washer and tighten to
standard torque.
4. Connect the lubrication lines.
5. Install a new O-ring onto hose (3, Figure 6-11).
Connect the hose to the cylinder.
4. Remove hose (2).
6. Install a new O-ring onto hose (2). Connect the

hose to the cylinder.
5. Remove hose (3).

6. Remove pin (1).
7. Remove the steering cylinder from the truck.
FIGURE 6-12. TYPICAL MOUNTING PIN

1. Rubber Boot
2. Pin
FIGURE 6-11. STEERING CYLINDER PIPING

1. Pin
2. Hose
3. Hose
L06040 03/11
4. Pin
L6-19
STEERING CYLINDER REBUILD

Disassembly

2. Pull rod assembly (10) and gland out of cylinder
housing (1).
3. Remove locknut (2) and piston (3). Remove
bearing (4) and seal assembly (5) from the piston.
4. Slide the gland off the rod. Remove O-ring (6)
and backup ring (7) from the gland.
5. Remove rod wiper (11) and rod seal (12).
Remove bearing (13).
Clean parts thoroughly and inspect cylinder

housing (1, Figure 6-13), piston (3), piston rod
(10), and gland (8) for evidence of scoring,
pitting, or excessive wear.
Discard all seals, O-rings, backup rings, and
bearings.
Inspect bushing (16) and the bushing housing for
excessive wear or damage. Replace if
necessary.
Replace O-rings (15).
During assembly, coat sliding surfaces with
hydraulic oil.
FIGURE 6-13. STEERING CYLINDER ASSEMBLY

1. Housing
2. Locknut
3. Piston
4. Bearing
L6-20
5. Seal Assembly
6. O-Ring
7. Backup Ring
8. Gland
9. Cap Screw
10. Rod
11. Wiper
12. Seal
13. Bearing
14. Retaining Ring
15. O-Ring
16. Bushing
03/11 L06040
Assembly
STEERING/BRAKE PUMP
Piston Seal and Bearing Installation:
Removal
1. Install new piston seal (5, Figure 6-13) onto piston (3) as follows:
a. Heat piston seal assembly (5) in boiling
water for 3 to 4 minutes.
b. Remove the piston seal from the water and
assemble onto the piston. Install within 5
seconds before the seal hardens. Use piston
bearing (4) to position the seal assembly in
the groove. Apply pressure evenly to prevent
cocking the seal.
c. If the seal is loose on the piston, a belt type
wrench or similar tool can be used to compress the OD of the seal until it fits tightly on
the piston.
2. Install bearing (4) in the piston groove.
Cylinder Assembly:
1. Install a new bearing (13), rod seal (12), rod
wiper (11), backup ring (7) and O-ring (6) in
gland (8).
2. Push rod (10) through the top of the gland.
Slowly advance the rod over the seal and the
rod wiper.
3. Install piston assembly (3) onto the rod. Install
locknut (2) and tighten to 2712 Nm (2000 lb ft).
4. Carefully install the rod and the gland assembly
into cylinder housing (1). Ensure the O-ring and
the backup ring are not damaged during installation of the gland.
5. Install cap screws (9). Tighten to 420 Nm (310
lb ft).

1. Turn the key switch OFF and allow 90 seconds

for the accumulators to depressurize. Turn the
steering wheel to verify that pressure has been
relieved.
2. Drain the hydraulic tank by use of the drain
valves located at the bottom of the tank. The
capacity of the hydraulic tank is approximately
576 liters (152 gal). If the oil is to be reused,
clean containers must be used with a 3 micron
filtering system available for refill.
3. Clean the steering pump and surrounding area
to help prevent contamination of the hydraulic
oil when the system is opened.
4. Disconnect suction hose (3, Figure 6-14) and
outlet hoses (6) at the steering pump. Disconnect pump case drain line (2) from fitting (4).
Plug all hoses and fittings to prevent oil contamination.
Testing
After the cylinder is assembled, perform the following
tests to verify that performance is within acceptable
limits.
Piston leakage must not exceed 16.4 cm3/min.
(1.0 in3/min.) at 17 250 kPa (2,500 psi), port to
port.
Rod seal leakage must not exceed one drop of oil
in eight cycles of operation.
Piston break-away force must not exceed 690
kPa (100 psi).
L06040 03/11
L6-21
Installation
1. Install a new O-ring onto the pump mounting
flange.
2. Inspect the splined coupler to verify the internal
snap ring is properly seated. Install the coupler
onto the transmission pump drive shaft.
3. Attach an appropriate lifting device to the steering pump. The pump weighs approximately 50
kg (110 lb). Lift the steering pump into position.
Engage the steering pump shaft with the transmission pump splined coupler.
4. Align the cap screw holes and install the steering pump mounting cap screws. Tighten the
mounting cap screws to standard torque.
5. Remove the plugs from suction hose (3, Figure
6-14) and outlet hose and install new O-rings.
Connect the hoses to the steering pump.
Tighten the cap screws, securely.
6. Remove fitting (4) and add clean oil to the pump
until the housing is full. This may require 2 to 3
liters (2 to 3 qts) of oil.
7. Remove the cap from case drain line (2) and
connect to fitting (4).
8. Replace the hydraulic filter elements. Refer to
Hydraulic Filters, earlier in this section.
FIGURE 6-14. STEERING/BRAKE PUMP
2. Case Drain Line
3. Suction Hose
4. Drain Line Fitting

5. Steering/Brake Pump
6. Outlet Hose
NOTE: Use only Komatsu filter elements, or
elements that meet the Komatsu hydraulic filtration
specification of Beta 12 = 200.
5. Attach an appropriate lifting device to the steering pump. The pump weighs approximately 50
kg (110 lb). Remove the two pump mounting
cap screws.
10. With the body down and the engine off, fill the
hydraulic tank with clean hydraulic oil. Fill until
oil is visible in the top sight glass. The capacity
of the hydraulic is 576 liters (152 gal.).
6. Move the steering pump forward to disengage

the drive coupler splines from transmission
pump (1). Remove the pump.
7. Clean the exterior of the steering pump.
8. Move the steering pump to a clean work area
for disassembly.
L6-22
03/11 L06040
If trapped air is not purged from the steering

pump, possible pump damage and pump failure
may result.
11. Loosen the cap screws that secure suction hose

(3) at the pump to purge trapped air. Loosen the
cap screws that secure outlet hose (6) at the
pump to purge trapped air. Retighten the cap
12. If necessary, add oil to the hydraulic tank up to
the upper sight glass.
13. In the hydraulic brake cabinet, open both brake
accumulator needle valves completely to allow
the steering pump to start under a minimal load.
14. Move the hoist pilot control valve to the FLOAT
position.
15. Start the truck engine and operate at low idle for
two minutes.
17. Verify the oil level in the hydraulic tank is at the

upper sight glass when the engine is off and the
body is resting on the frame. If the oil level is not
at the upper sight glass, follow service manual
instructions for adding oil.
18. Start the engine and check for proper pump
operation. If necessary, refer to Steering Circuit
Checkout Procedure, later in this section. Also,
refer to Troubleshooting Chart for additional
information.
PUMP REBUILD
When disassembling or assembling unit:
Choose a work area free of dust, sand or other
abrasive particles.
Place all parts on a clean surface.
Use clean solvents to clean parts.
All tools and gauges must be clean. Use new,
clean and threadless rags to handle and dry
parts.
Disassembly
1. Drain the hydraulic oil from the pump inlet, discharge and case drain ports.
Do not allow the engine to operate with the needle valves in the open position for longer than
this recommendation. Excessive hydraulic system heating will occur.
Do not operate the hydraulic pumps for the first
time after an oil change, or pump replacement,
with the truck dump body raised. The oil level in
the hydraulic tank may be below the level of the
pump(s), causing premature pump wear during
initial start-up.
2. Thoroughly clean and dry the outside surface of

the pump housing.
NOTE: Depending upon what part or parts are to be
inspected, it may not be necessary to completely
disassemble all assemblies.
3. For complete pump disassembly, follow the
instructions for each pump group on the following pages.
16. Shut off the engine and close both accumulator

needle valves in the brake cabinet.
L06040 03/11
L6-23
Control Group
NOTE: Prior to removing the control group from the
pump housing, loosen all external plugs for easier
removal.
6. Remove plugs (12 & 21) and orifice (30).

7. Remove plug (28), spring (27), orifices (25 &
26) and four-way valve spool (24).
2. Lift control housing (1) off the pump housing.
8. Remove relief valve bonnet (14), spring (15),

shim (16), and poppet (17).
3. Remove gasket (8), O-Ring (9), plug (11) and

piston control pin (10).
9. Remove relief valve seat (18), O-ring (19), and

orifice (20).
4. Remove cap screws (3). Remove end cap (23)

and gasket (31). Remove O-rings (4).
5. Carefully remove bias control piston (7), spring
(6), and main control piston (5) from the control
housing.
FIGURE 6-15. PUMP CONTROL GROUP

1. Control Housing
2. Cap Screw
3. Cap Screw
4. O-Ring
5. Main Control Piston
6. Spring
7. Bias Control Piston
8. Gasket
L6-24
9. O-Ring
10. Control Piston Pin
11. Plug
12. Plug
13. O-Ring
14. Relief Valve Bonnet
15. Spring
16. Shim
17. Relief Poppet

18. Relief Valve Seat
19. O-Ring
20. Orifice
21. Plug
22. O-Ring
23. End Cap
24. 4-Way Valve Spool
25. Orifice
26. Orifice
27. Spring
28. End Plug
29. O-Ring
30. Orifice
31. Gasket
03/11 L06040
Valve Plate Group
Rotating Group
10. Support the pump on the workbench with the

drive shaft facing downward. Remove the four
hex head cap screws (18, Figure 6-16).
11. Lift straight up to remove valve plate (17).
12. Remove valve plate gasket (16) and O-ring
(10).
The rotating group weighs approximately 7 kg

(15 lb). Use extreme care when disassembling.
DO NOT damage the cylinder wear plate face, the
bearings or the piston shoes. Assistance from
others and use of proper lifting techniques is
strongly recommended to prevent personal
injury and damage to the pump.
13. Place the pump in a horizontal position and
remove the rotating group by turning drive shaft
(6) slowly while pulling the cylinder/piston barrel
assembly (15) from the housing.
FIGURE 6-16. PUMP PISTON SECTION

1. Bearing Retainer Ring
2. Shaft Retainer Ring
3. Ball Bearing
4. Seal Retainer
5. Shaft Seal
6. Drive Shaft
L06040 03/11
7. Screw
8. Guide Plate
9. Roll Pin
10. O-Ring
11. Roll Pin
12. Roll Pin
13. Saddle Bearing

14. Swashblock
15. Cylinder/Piston Assembly
16. Gasket
17. Plate
18. Cap Screw
19. Plug
20. O-Ring
21. Plug
22. O-Ring
L6-25
Drive Shaft Group

20. Remove the bearing retainer ring (1, Figure 616).
21. Grasp the outboard end of the drive shaft and
pull shaft and bearing out from the pump housing.
22. Remove the shaft retaining ring (2) and bearing
(3).
23. Remove the shaft seal retainer (4) and the shaft
seal (5) from the housing only if necessary.
Swashblock Group
24. Remove the flat head screws (7, Figure 6-16)
and guide plate (8).
FIGURE 6-17. PISTON/SHOE REMOVAL
1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
4. Piston/Shoe Assembly
5. Shoe Retainer
14. Place the cylinder barrel on a clean, protective

surface with the piston shoes facing upward.
15. Mark each piston, its cylinder bore and location
in the shoe retainer for ease of inspection and
assembly.
16. Piston/shoe assemblies (4, Figure 6-17) can be
removed individually or as a group by pulling
upward on the shoe retainer (5).
17. Remove the fulcrum ball (3) and shoe retainer
spring (2).
18. Remove the retaining ring (6, Figure 6-18) and
pull the cylinder bearing (7) from the housing.
19. If necessary, remove roll pins (8) from the housing. Note the position of the roll pins in the case.
L6-26
25. Reach inside the case and remove the swashblock (14) and the saddle bearings (13).
Inspection
Always wear safety goggles when using solvents

or compressed air. Failure to wear safety goggles
could result in serious personal injury.
1. Clean all parts thoroughly.
2. Replace all seals and O-rings with new parts.
3. Check all locating pins for damage and all
springs for cracking or signs of fatigue.
Control Group
4. Carefully check control piston pin (10, Figure 615) for cracks and/or signs of fatigue. Check the
fit of the pin in the swashblock. The pin should
be a slip fit without any radial free-play.
5. Verify all orifices and passages are free of
obstructions.
6. Check main control piston (5), bias control piston (7), and housing (1) for excessive wear or
scoring.
03/11 L06040
FIGURE 6-18. ROTATING GROUP

1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
4. Shoe Retainer
5. Piston & Shoe Assembly
6. Retainer Ring
Valve Plate Group

7. Inspect valve plate (17, Figure 6-16). Check the
surface that mates with cylinder barrel (15) for
excessive wear, scoring or grooves. If the faces
are not flat and smooth, the cylinder side will "lift
off" from the valve plate resulting in delivery
loss and damage to the pump.
8. Remove minor defects on the face by lightly
stoning the surface with a hard stone that is flat
within 0.03 mm (0.001 in.). Excessive stoning
will remove the hardened surface. If wear or
damage is extensive, replace the valve plate.
Rotating Group
9. Inspect cylinder barrel (1, Figure 6-18). Check
the piston bores and the face that mates with
the valve plate for wear and scoring.
10. Remove minor defects on the face by lightly
stoning or lapping the surface. If defects can not
be removed by this method, replace the cylinder
barrel.
7. Cylinder Bearing
8. Roll Pin
11. Inspect cylinder bearing (7) for damage and

replace if necessary.
12. Check all piston and shoe assemblies (5) to be
sure they fit properly on the swashblock.
13. Check all pump piston assemblies for smooth
action in their bores.
14. Check the piston walls and bores for scratches
or other signs of excessive wear. Pistons should
not have more than a few thousandths clearance. Replace if necessary.
15. Check the end play of piston shoes (2, Figure 619). The piston shoes must pivot smoothly, but
end play must not exceed 0.152 mm (0.006 in.).
16. Measure each shoe at dimension (A) as shown
in Figure 6-19. All shoes must be equal within
0.025 mm (0.001 in.) at this dimension.
17. Check each shoe contact face (3). Faces must
be free of nicks or scratches. If one or more piston/shoe assembly needs to be replaced,
replacement of all piston/shoe assemblies is
necessary.
18. When installing new piston/shoe assemblies or
the rotating group, verify that the pistons are
free in their bores.
L06040 03/11
L6-27
Drive Shaft Group

24. Remove shaft seal (5, Figure 6-16).
25. Check shaft bearing (6) for galling, pitting, binding or roughness. Replace if necessary.
26. Check the rear shaft bushing in the valve plate.
27. Check the shaft and its splines for wear.
Replace any parts if necessary.
Assembly
FIGURE 6-19. PISTON/SHOE INSPECTION
1. Piston
2. Shoe
3. Shoe Contact Face
The procedure for assembling the pump is basically

the reverse order of the disassembly procedure. During assembly, install new gaskets, seals, and Orings.
1. Apply a thin film of clean grease or hydraulic oil
to sealing components to ease in assembly. If a
new rotating group is used, lubricate thoroughly
with clean hydraulic fluid. Apply oil generously
to all wear surfaces.
Swashblock Group
19. Inspect swashblock (14, Figure 6-16) for wear
and scoring. If defects are minor, stone the
swashblock, lightly. If damage is extensive,
replace the swashblock.
20. Check the small holes in the face of the swashblock. These passageways are ports for the
hydrostatic balance fluid of the piston/shoe
assembly. The fluid is channelled through the
swashblock to the face of the saddle bearing
providing lubrication.
21. Inspect saddle bearing (13). Compare the thickness in a wear area to the thickness in a nonwear area. Replace the saddle bearing if the difference is greater than 0.40 mm (0.015 in.).
Swashblock Group
Use extreme care when installing the saddle

bearing into the pump housing. DO NOT damage
the bearing surfaces
2. Press new shaft seal (5, Figure 6-16) into the
front of the pump housing.
22. Check the mating surface of the swash block for

cracks or excessive wear. Replace if necessary.
3. Place the housing on a workbench with the

mounting flange side down.
23. Swashblock movement in the saddle and the

saddle bearing must be smooth. Replace if necessary.
4. If removed or replaced, press two roll pins (11)

into the pump housing until the pins extend 1.3
to 1.6 mm (0.050 to 0.065 in.) from the case.
5. Lubricate the back side of saddle bearings (13)
and place on the pins to orient the bearing in
the pump case. Do not allow the pin to protrude.
L6-28
03/11 L06040
6. Partially insert swashblock (14) into the pump

housing.
Rotating Group
7. Insert guide plate (8) into the case. Install

screws (7) to secure the guide plate to the
housing.
18. Lubricate mating surfaces with grease or

hydraulic oil. Position cylinder barrel (1, Figure
6-20) downward on its wear surface, on a clean
cloth.
8. Place the swashblock on the guide plate. The

guide plate must be positioned in the groove of
the swashblock.
19. Place shoe retainer spring (2) in the center of

the barrel. Place fulcrum ball (3) on top.
9. Once in place, verify that the swashblock swivels in the saddle bearings. With new bearings,
swivelling may be stiff and not always smooth.
10. Verify roll pins (8, Figure 6-20) are inserted into
cylinder bearing (7).
11. Position the cylinder bearing with the pins
located nearest the control facing the outboard
end of the drive shaft. Position the bearing with
the "scarf" cuts positioned top and bottom with
pins (8) located on top of internal cast boss. The
bearing should fit into place with little difficulty
and be square to the axis of the pump.
12. Tap the bearing into place, if necessary. Use
extreme care. DO NOT damage the bearing.
13. Install retaining ring (6).
Drive Shaft Group

14. Place the housing on its side with the axis horizontal. Install seal retainer (4, Figure 6-16).
15. Place front drive shaft bearing (3) onto drive
shaft (6) and lock in place with shaft retaining
ring (2).
16. Lubricate shaft seal (5) and the shaft.
17. Insert the drive shaft and bearing assembly into
the housing and lock in place with retainer ring
(1).
20. Insert pistons (5). Install the pistons in shoe

retainer (4). Orient the pistons in their corresponding, numbered holes.
21. As a unit, fit the pistons into their corresponding,
numbered, bores in the cylinder barrel. DO NOT
force. If aligned properly, the pistons will fit
smoothly.
The assembled rotating group weighs approximately 7 kg (15 lb). Assistance from others and
proper use of proper lifting techniques is
strongly recommended to prevent personal
injury and damage to the pump.
22. Carefully install the rotating group over the end

of the drive shaft and into the pump housing.
When installing the rotating group, support the
weight of the cylinder barrel as the cylinder
spline is passed over the end of drive shaft to
avoid damage.
23. Push the cylinder barrel forward until the cylinder spline reaches the drive shaft spline. Rotate
the cylinder slightly to engage the shaft splines.
24. Continue to slide the cylinder barrel forward
until it encounters cylinder bearing (7). Slightly
lifting the drive shaft helps cylinder barrel and
cylinder bearing engagement. Continue pushing the cylinder forward until the piston shoes
contact the swashblock.
25. At this point, the back of the cylinder barrel
should be located approximately 10.2 mm (0.4
in.) inside the back of the pump bearing.
L06040 03/11
L6-29
Valve Plate Group

26. Place the pump housing on a bench with the
open end facing up.
27. Install O-ring (10, Figure 6-16) and use assembly grease to secure. Install gasket (16) over
the roll pins on the housing.
28. Install rear valve plate (17). Verify the end of the
drive shaft engages the bushing in the rear
valve plate while positioning the valve plate on
pins (11) and on the housing.
29. Install one cap screw (18) closest to O-ring (10)
first. Do not tighten the cap screw. Then, install
and alternately tighten the other cap screws.
FIGURE 6-20. ROTATING GROUP ASSEMBLY

1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
L6-30
4. Shoe Retainer
5. Piston & Shoe Assembly
6. Retainer Ring
7. Cylinder Bearing
8. Roll Pin
03/11 L06040
FIGURE 6-21. PUMP CONTROL GROUP

1. Control Housing
2. Capscrew
3. Capscrew
4. O-Ring
5. Main Control Piston
6. Spring
7. Bias Control Piston
8. Gasket
9. O-Ring
10. Control Piston Pin
11. Plug
12. Plug
13. O-Ring
14. Relief Valve Bonnet
15. Spring
16. Shim
Control Group
30. Insert orifice (20, Figure 6-21). Install a new Oring (19) onto relief valve seat (18). Install and
tighten the seat, securely.
31. Install relief poppet (17), shim (16) and spring
(15).
17. Relief Poppet

18. Relief Valve Seat
19. O-Ring
20. Orifice
21. Plug
22. O-Ring
23. End Cap
24. 4-Way Valve Spool
25. Orifice
26. Orifice
27. Spring
28. End Plug
29. O-Ring
30. Orifice
31. Gasket
35. Lubricate and install main control piston (5),

spring (6), and bias control piston (7) into housing (1).
36. Install new O-rings (4), gasket (31), and place
end cap assembly (23) on the housing.
37. install cap screws (3) and tighten evenly.
32. Install relief valve bonnet (14).
38. Install plugs (11 & 12).
33. Install orifice (30), plugs (21) and O-rings (22).
39. Place a new gasket (8) into position on the

pump housing. Install a new O-ring (9) onto the
control housing. Position the control group
assembly over the pump housing. Insert control
piston pin (10) and align the control group over
the opening in the pump housing.
34. Place four-way valve spool (24) in the bore.

Install orifices (25 & 26), spring (27), O-ring (29)
and end plug (28).
40. Install cap screws (2) and tighten evenly.
L06040 03/11
L6-31
STEERING CIRCUIT FILTER

Removal
The steering circuit filter is located on the left frame
rail, forward of the hydraulic tank.

possibly death. Seek medical treatment by a physician familiar with this injury, immediately.

seconds for the accumulators to depressurize.
Operate the steering wheel to verify that system
pressure has been relieved.
Avoid contact with hot oil. Contain the oil when

draining and properly dispose. Do not contamination!
3. Remove housing (8) and element (7).
4. Discard O-ring (4) and backup ring (5) in the filter head.
Installation
1. Install a new O-ring (4) and backup ring (5) in
the filter head.
2. Install a new element (7). Install housing (8) and
tighten.
3. Replace drain plug (10), and O-ring (9).
NOTE: The indicator switch (2, Figure 6-22) is preset
to actuate at 241 kPa (35 psi). The switch is not
repairable or adjustable. If the indicator switch is
inoperative, replace the complete switch.
L6-32
FIGURE 6-22. STEERING CIRCUIT FILTER

1. Head
2. Indicator Switch
3. O-Ring
4. O-Ring
5. Backup Ring
6. Bypass Valve
7. Filter Element
8. Housing
9. O-Ring
10. Plug
03/11 L06040
TROUBLESHOOTING CHART
POSSIBLE CAUSES
SYMPTOM: Slow Steering, Hard Steering or Loss of Power Assist

Overloaded Steering Axle
Reduce Axle Loading
Malfunctioning flow amplifier valve allowing system

pressure to be lower than specified
Repair or replace flow amplifier valve
Worn or malfunctioning pump
Replace pump
SYMPTOM: Drift - Truck Veers Slowly In One Direction.

Rod end of cylinder slowly extends without turning the
steering wheel
A small rate of extension may be normal on a closed

center system
Worn or damaged steering linkage
Replace linkage and check alignment or toe-in of the

front wheels
SYMPTOM: Wander - Truck Will Not Stay In Straight Line

Air in system due to low oil level, pump cavitation, leaking fitting, pinched hoses, etc.
Correct oil supply problem
Loose cylinder piston
Repair or replace defective components
Broken centering springs (Spool Valve, Steering Unit)
Replace centering springs
Worn mechanical linkage
Repair or replace
Bent linkage or cylinder rod
Repair or replace defective components
Severe wear in steering control unit
Repair steering control unit
SYMPTOM: Slip - A Slow Movement of Steering Wheel Fails To Cause Any Movement of the Steered
Wheels
Cylinder piston seal leakage
Replace seals
Worn steering control unit meter
Replace steering control unit
SYMPTOM: Spongy or Soft Steering

Low oil level.
Service hydraulic tank and check for leakage
Air in hydraulic system. Most likely air trapped in cylinders or lines
Bleed air from system. Placing ports on top of cylinder

will help avoid trapping air
SYMPTOM: Erratic Steering

Air in system due to low oil level, cavitating pump,
leaky fittings, pinched hose, etc.
Correct condition and add oil as necessary
Loose cylinder piston
Replace cylinder
L06040 03/11
L6-33
TROUBLESHOOTING CHART
POSSIBLE CAUSES
SYMPTOM: Free Wheeling - Steering Wheel Turns Freely with No Back Pressure or No Action of the
Front Wheels
Lower splines of steering column may be disengaged
or damaged
Repair or replace steering column
No flow to steering unit can be caused by:

1. Low oil level
2. Ruptured hose
3. Broken gerotor drive pin
1. Add oil and check for leakage

2. Replace hose
3. Replace drive pin
SYMPTOM: Excessive Free Play at Steered Wheels

Broken or worn linkage between cylinder and steered
wheels
Check for loose fitting bearings at anchor points in

steering linkage between cylinder and steered wheels
Leaky cylinder seals
Replace cylinder seals
SYMPTOM: Binding or Poor Centering of Steered Wheels

Binding or misalignment in steering column or splined
column or splined input connection
Align column pilot and spline to steering control unit
High back pressure in tank can cause slow return to

center
Reduce restriction in the lines or circuit by removing

obstruction or pinched lines, etc.
Large particles can cause binding between the spool

and sleeve in the steering control valve
Clean the steering control unit and filter the oil. If

another component has malfunctioned generating contaminating materials, flush the entire hydraulic system
SYMPTOM: Steering Control Unit Locks Up

Large particles in meter section
Clean the steering control unit
Insufficient hydraulic power
Check hydraulic power supply
Severe wear and/or broken pin
Replace the steering control unit
SYMPTOM: Steering Wheel Oscillates or Turns By Itself

Lines connected to wrong ports
Check line routing and connections
Parts assembled wrong. Steering control unit improperly timed
Reassemble correctly and time control unit
SYMPTOM: Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel
Lines connected to wrong cylinder ports
L6-34
Check proper line connections
03/11 L06040
SECTION L7
HOIST CIRCUIT
INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3

HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Power Up Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Power Down Spool Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
HOIST CIRCUIT HYDRAULIC FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7
POWER UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-9
HOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-11
POWER DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-13
FLOAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-15
L07036 05/11
Hoist Circuit
L7-1
NOTES
L7-2
Hoist Circuit
05/11 L07036
HOIST CIRCUIT
HOIST CIRCUIT OPERATION
The following information describes the basic hoist
circuit. Further circuit description is outlined under
the individual component descriptions.
Hydraulic oil from the pump is directed to hoist valve

(12) mounted outboard of the left hand frame rail,
behind the hydraulic tank.
Hydraulic fluid is supplied from the rear section of a

two section tank located on the left frame rail. Refer
to Figure 7-1, Hoist Circuit Diagram. Hydraulic oil is
routed to tandem gear pump (4). The pump is driven
by a Power Take Off (PTO) gear case mounted on
the front of the transmission.
The hoist valve directs oil to the body hoist cylinders

(15) for raising and lowering of the dump body. The
hoist valve functions are controlled by the operator
through a flexible cable to hoist pilot valve (8) in the
hydraulic component cabinet located to the right of
the operator's cab. Also in the hydraulic cabinet are
the power up hoist limit solenoid (10), piloted check
valve (11), and power down solenoid (9).
FIGURE 7-1. HOIST CIRCUIT DIAGRAM

1. Hydraulic Tank (Rear Section)
2. Heat Exchanger
3. Low Pressure Filters
4. Tandem Gear Pump (Hoist)
5. Rear Disc Brakes
L07036 05/11
6. Manifold
7. Brake Control Valve (BCV)
9. Power Down Hoist Limit Solenoid
10. Power Up Hoist Limit Solenoid
Hoist Circuit
11. Pilot Operated Check Valve

12. Hoist Valve
13. Snubber Valve
14. Hoist Cylinders
L7-3
COMPONENT DESCRIPTION
Hydraulic Tank
Hoist Valve
The hydraulic tank supplies hydraulic oil for the hoist,

steering, and brake circuits. The tank is located on
the left hand frame rail forward of the rear wheels.
The service capacity of the tank is 576 L (152 gal).
Refer to Section P, Lubrication and Service for more
information on servicing the hydraulic system.
Hoist valve (Figure 7-3) is mounted outboard of the

left hand frame rail, between the frame rail and
hydraulic tank. The hoist valve is a split spool design.
The term "split spool" describes the spool section of
the valve.
Oil used in the hoist circuit flows through two 100

mesh wire suction strainers to the inlet housing of the
hoist pump. Air drawn into the tank during operation
is filtered by a breather located on the top of the tank.
Oil level can be checked visually at sight glasses
located on the face of the tank. The oil level must be
maintained between the sight glasses with the body
down and the engine shut off.
Separate spools control oil flow to each end of the

cylinders. The valve consists of two identical inlet
sections, a spool section, and a separator plate.
The hoist valve precisely follows differential pressure
input signals generated by hoist pilot valve (1, Figure
7-3).
The inlet sections of the hoist valve consist of the following components:
Flow control and main relief valve (system relief)
Low pressure relief valve
Hoist Pump
The hoist pump is a tandem gear type pump driven
by the transmission PTO gear case. The pump has a
total output of 845 l/min (224 gpm) at 2100 rpm. Maximum hoist pump output pressure is 18 961 kPa
(2750 psi). Pump output pressure is limited by relief
valves located within the hoist control valve.
If the operator is not raising the truck body, hoist circuit oil is routed to the rear disc brake cooling circuit
and the rear brake control valve. If the brakes are not
applied, 50% of the oil will be routed directly back to
the hydraulic tank by the brake control valve and the
remaining 50% is routed to the disc brake housings.
Oil leaving the brake housings is routed through low
pressure filters and a heat exchanger before returning to the hydraulic tank.
Load check poppet

Anti-void poppet
The flow control portion of the flow control and main
relief valve allows pump flow to the brake cooling circuit or return directly to tank through the inlet section
with low pressure loss. The relief portion of the valve
is direct-acting, and has the capacity to limit the
working pressure at full pump flow.
The low pressure relief is located between the low
pressure core and the outlet, and provides a controlled back pressure in the low pressure core when
oil is returning to tank.
The load check allows free flow from the inlet to the
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the
low pressure core to the high pressure core and prevents flow from the high pressure core to the low
pressure core.
L7-4
Hoist Circuit
05/11 L07036
When there is flow through a pilot port to a spool, a

positive differential pressure at the top of the spool
will overcome the bottom spring bias causing the
spool to shift to connect the high pressure core to the
work port. When there is flow from the main valve
work port to the pilot port through the cross-holes, a
positive differential pressure at the bottom of the
spool will overcome the top spring bias and the spool
will shift to connect the work port to the low pressure
core.
The check poppets located in the main spools permit
free flow from the work port to the pilot port and
restrict flow from the pilot port to the work port. These
check poppets control spool response and spool
movements.
Hoist Pilot Valve

The hoist pilot valve is located in the hydraulic cabinet. (Refer to Figure 7-3.) The hoist pilot valve spool
is spring centered to the HOLD position. The hoist
pilot valve is controlled directly by the operator
through a lever and cable arrangement. The control
lever is located between the operator and center console. When the operator moves the lever, the pilot
valve spool moves and directs pilot flow to the appropriate pilot port on the hoist valve causing the main
spools to direct working pump flow to the hoist cylinders.

1. Inlet Section
2. Top Spool Section
Cover
3. Inlet Section
4. Spool Section
The spool section of the hoist valve consists of the

following components:
Two pilot ports
Two main spools
Two work ports
Check poppets
The pilot ports are located in the top spool section
cover (2, Figure 7-3). These ports provide connections for pilot lines from the hoist pilot valve. Each
pilot port has a corresponding work port.
The hoist pilot valve is equipped with a one way load

check valve which allows free flow from the center
passage to bridge core and prevents reverse flow.
The hoist pilot valve is also equipped with a power
down relief valve (1, Figure 7-3). The power down
relief valve is located between the power down control port and return galley. The power down relief
valve limits power down pressure at 10 342 kPa
(1500 psi).
The work ports provide for line connections between

spool section (4) and the hoist cylinders. One main
spool for each work port is spring centered at both
ends to close the work port from the high and low
pressure cores when there is no flow to the pilot
ports.
L07036 05/11
Hoist Circuit
L7-5
Pilot Operated Check Valve

Pilot operated check valve (7, Figure 7-3) is opened
by the power down pilot pressure line to allow oil in
the raise port to bypass the power up solenoid. This
enables for initial power down operation while the
solenoid is activated by the hoist limit switch.
Power Down Spool Limit Solenoid

Power down valve (6, Figure 7-3) activates, along
with the power up solenoid, locking the power down
spool in the HOLD position. This solenoid is only activated when the body is raised and is positioned with
the hoist cylinders near full extension, in the hoist
limit zone.
Moving the hoist lever to the HOLD position prevents
the body from floating down after the body has been
raised. In addition, it prevents the body from floating
up and the cylinders fully extending if an external
force is applied to the tail of the body, such as if the
truck were backed into a berm.
FIGURE 7-3. HOIST PILOT CIRCUIT

Valve
3. Power Up Solenoid
4. Manifold
5. Control Cable
6. Power Down Solenoid
7. Piloted Check Valve
Power Up Solenoid
Power up solenoid (3, Figure 7-3) is used in the
hydraulic circuit to prevent maximum hoist cylinder
extension.
The solenoid valve is "normally closed" and is controlled by a proximity switch (hoist limit switch). The
switch is located inside the rear frame rail near the
body pivot pin. When the solenoid is signalled to
open by the hoist limit switch, the raise pilot line is
opened to tank. This allows the hoist control spools
to shift to center stopping oil flow to the cylinders.
This locks the circuit in the HOLD position.
L7-6
Hoist Circuit
05/11 L07036
HOIST CIRCUIT HYDRAULIC FLOW

The following outline describes the hoist circuit operation in the FLOAT, POWER UP, HOLD, and
POWER DOWN positions. (Refer to Figures 7-4
through 7-8.)
FLOAT Position With Body On Frame
This is the proper position for truck travel. The pilot
valve spool position is illustrated in Figure 7-4. However, all hoist valve components are in position
shown in Figure 7-6. Oil from the hoist pumps enters
each inlet section of the hoist valve in port (11),
passes through check valve (18), and stops at the
closed high pressure passage (19) at the two main
spools. Pressure builds to approximately 414 kPa
(60 psi) on the pilot of flow control valve (2) causing
the valve to compress the spring and open. This
allows the oil to return to the tank through hoist valve
port (10) and (21). Oil also flows out hoist valve port
(12) to port (12) on the pilot valve, through the hoist
pilot valve spool, and out pilot valve port (10) to the
tank. This oil flow is limited by orifices in the inlet sections of the hoist valve and therefore has no pressure
buildup.
L07036 05/11
Hoist Circuit
L7-7
FIGURE 7-4. HOIST CIRCUIT FLOAT POSITION

1. Hoist Relief Valve 18 961 kPa
8. Head End Spool
16. Power Down Relief Valve 10 342
(2750 psi)
9. Head End Work Port
kPa (1500 psi)
2. Flow Control Valve
10. Return to Tank Port
17. Anti-void Check Valve
3. Low Pressure Relief Valve 517
11. Supply Port
18. Load Check Valve
kPa (75 psi)
12. Pilot Supply Port
19. High Pressure Passage
4. Snubber Valve
13. Power Up Limit Solenoid
20. Low Pressure Passage
5. Rod End Work Port
14. Raise Pilot Port
21. Brake Cooling Oil/Return to Tank
6. Hoist Cylinders
15. Down Pilot Port
7. Rod End Spool
L7-8
Hoist Circuit
05/11 L07036
POWER UP
Refer to Figure 7-5 for the following description.
The hoist pilot valve spool is moved to the POWER
UP position when the operator moves the lever in the
cab. The pilot supply oil coming in port (12) is prevented from returning to the tank and, instead, is
directed out port (14) and into port (14) of the hoist
valve. There it goes to the top of head end spool (8),
builds pressure on the end of the spool, causes the
spool to move down compressing the bottom spring,
and connects the high pressure passage (19) to
head end port (9). Working oil flow in the high pressure passage is now allowed to flow through the
spool and out port (9) to extend the hoist cylinders.
Even though a small amount of oil flows through the
check poppet in the top of spool (8), raise pilot pressure at ports (14) increases to slightly higher pressure than the required hoist cylinder pressure. As a
result, the pilot supply pressure in port (12) also
increases causing back pressure to occur in the
spring area of flow control valve (2). This overcomes
the pilot pressure on the other end of the flow control
valve causing it to close and direct the incoming
pump oil through head end spool (8) to the hoist cylinders to extend them.
If the load passing over the tail of the body during

dumping attempts to cause the body to raise faster
than the oil being supplied by the pump, the oil
returning from the annulus area of the hoist cylinders
passing through the snubber valve (4) controls how
fast the hoist can extend because of the external
force of the load. The speed is controlled by the
restriction of the snubber valve. When the operator
releases the lever, the valves change to the HOLD
position.
If the body raises to the position that activates the
hoist limit switch before the operator releases the
lever, hoist limit solenoid (13) is energized. The solenoid valve opens and releases the raise pilot pressure at ports (14) to tank, allowing the head end
spool (8) to center and shut off supply oil to the hoist
cylinders. This prevents maximum extension of the
hoist cylinders.
If at any time the resistance to the flow of the pump

oil coming into the inlet section causes the pressure
to increase to 18 961 kPa (2750 psi), the pilot pressure acting against hoist relief valve (1) causes it to
open and allow flow to exit out port (21) and return to
the tank.
As the hoist cylinders extend, oil in the annulus area
of the second and third stages must exit from the cylinders. Initially, the rod end spool (7) ports are
closed. As the returning oil entering port (5) builds
low pressure, it flows through the check-poppet in the
top of the spool, through ports (15), through the pilot
valve spool, and out port (10) of the pilot valve to the
tank. No pressure is present on the top of spool (7).
Cylinder return pressure passes through the checkpoppet in the bottom of spool (7) to build pressure
under the spool which moves the spool upward compressing the top spring. This movement allows the
returning cylinder oil to flow into the low pressure
passage (20) to low pressure relief valve (3). Approximately 517 kPa (75 psi) causes this valve to open,
allowing the oil to flow out port (10) to the tank.
L07036 05/11
Hoist Circuit
L7-9
FIGURE 7-5. HOIST CIRCUIT, POWER UP POSITION

10.Hoist Relief Valve 18 961 kPa
(2750 psi)
11.Flow Control Valve
12.Low Pressure Relief Valve 517
kPa (75 psi)
13.Snubber Valve
14.Rod End Work Port
15.Hoist Cylinders
16.Rod End Spool
L7-10
17.Head End Spool

18.Head End Work Port
11. Supply Port
15. Down Pilot Port
Hoist Circuit

kPa (1500 psi)
05/11 L07036
HOLD
When the operator releases the lever as the body
travels upward, the hoist pilot valve spool returns to
the HOLD position. The pilot valve spool is positioned to allow the pilot supply oil entering port (12) to
return to the tank through port (10). Pilot supply pressure in ports (12) then decreases to zero pressure
allowing flow control valve (2) to open and return the
incoming pump oil to the tank through port (10). Both
pilot ports (14 & 15) in the pilot valve are closed by
the pilot valve spool. In this condition pressure is
equalized on each end of each main spool allowing
the springs to center the spools and close all ports to
trap the oil in the cylinders and hold the body in its
current position.
L07036 05/11
Hoist Circuit
L7-11
FIGURE 7-6. HOIST CIRCUIT, HOLD POSITION

(2750 psi)
kPa (75 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
L7-12
8. Head End Spool

11. Supply Port
15. Down Pilot Port
Hoist Circuit

kPa (1500 psi)
05/11 L07036
POWER DOWN
When the operator moves the lever to lower the
body, the hoist pilot valve is positioned to direct the
pilot supply oil in ports (12) through ports (15) to the
top of rod end spool (7). Pilot pressure increases to
move the spool down compressing the bottom
spring. Movement of the spool connects high pressure passage (19) to the rod end (annulus area) of
the hoist cylinders. At the same time, flow control
valve (2) is forced to close as pilot pressure
increases thus directing the incoming pump oil to the
hoist cylinders through spool (7) and snubber valve
(4) rather than back to the tank.
The pilot pressure in port (14) is open to tank through
the pilot valve spool. As oil attempts to return from
the head end of the hoist cylinders, it initially encounters the closed head end spool (8). Pressure
increases on the bottom end of the spool causing it to
move upward. This allows the returning oil to go into
low pressure passage (20), build up 517 kPa (75 psi)
to open low pressure relief (3), and exit the hoist
valve through port (10) to the tank.
L07036 05/11
Hoist Circuit
L7-13
FIGURE 7-7. HOIST CIRCUIT, POWER DOWN

(2750 psi)
kPa (75 psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
L7-14
8. Head End Spool

11. Supply Port
15. Down Pilot Port
Hoist Circuit

kPa (1500 psi)
05/11 L07036
FLOAT
When the operator releases the lever as the body
travels downward, the hoist pilot valve spool returns
to the FLOAT position. In this position all ports (10,
12, 14, & 15) are common with each other. Therefore, the pilot supply oil is returning to tank with no
pressure build-up thus allowing flow control valve (2)
to remain open to allow the pump oil to return to the
tank through hoist valve port (21). With no blockage
of either raise or down pilot ports (14 & 15) in the pilot
valve, there is no pressure on the top of either main
spool. The oil returning from the head end of the
hoist cylinders builds pressure on the bottom of the
head end spool (8) exactly like in power down allowing the returning oil to transfer to the low pressure
passage (20). The back pressure in the low pressure
passage created by low pressure relief valve (3)
causes pressure under rod end spool (7) to move the
spool upward. This connects the low pressure passage to the rod end of the hoist cylinders. The 517
kPa (75 psi) in the low pressure passage causes oil
to flow to the rod end of the cylinders to keep them
full of oil as they retract. When the body reaches the
frame and there is no more oil flow from the cylinders, the main spools center themselves and close
the cylinder ports and the high and low pressure Passages.
L07036 05/11
Hoist Circuit
L7-15
FIGURE 7-8. HOIST CIRCUIT, FLOAT POSITION

10.Hoist Relief Valve 18 961 kPa
(2750 psi)
11.Flow Control Valve
12.Low Pressure Relief Valve 517
kPa (75 psi)
13.Snubber Valve
14.Rod End Work Port
15.Hoist Cylinders
16.Rod End Spool
L7-16
17.Head End Spool

18.Head End Work Port
11. Supply Port
15. Down Pilot Port
Hoist Circuit

kPa (1500 psi)
05/11 L07036
SECTION L8
HOIST CIRCUIT COMPONENT REPAIR
INDEX
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3

HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
SPOOL SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-15
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-17
Assembly - Quill And Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-18
Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-18
Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-19
Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-20
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-21
L08040 07/10
Hoist Circuit Component Repair
L8-1
NOTES
L8-2
07/10 L08040
HOIST CIRCUIT COMPONENT REPAIR

HOIST VALVE
Removal
1. Shut off the engine and turn the key switch to
OFF. Allow at least 90 seconds for the accumulators to bleed down. Turn the steering wheel to
ensure hydraulic pressure has been relieved
before removing any hydraulic lines.

lines. Pressurized hydraulic fluid can enter a person's body by penetrating the skin, causing serious injury or death. Seek the proper medical
treatment by a physician familiar with this type of
injury if necessary.
2. Thoroughly clean the exterior of the hoist valve.

3. Disconnect and plug all line connections to help
prevent hydraulic oil contamination. Refer to
Figure 8-1. Tag lines to ensure proper hookup
when the valve is re-installed.
4. Attach a suitable lifting device to the hoist valve
and remove from truck. The hoist valve weighs
5. Remove cap screws, washers and nuts (3, Figure 8-1) securing the hoist valve to its mounting
bracket.
6. Lift the hoist valve from the truck and move to a
clean work area for disassembly.
Installation
1. Attach a suitable lifting device to the hoist valve
and remove from truck. The hoist valve weighs
2. Lift the hoist valve into position and secure in
place with cap screws, nuts and washers (3,
Figure 8-1). Tighten the capscrews to standard
torque.
3. Install new O-rings at the flange fittings, and
connect the hydraulic lines. Tighten the flange
cap screws to standard torque. Refer to Figure
8-1 for hydraulic line location.
4. Connect the pilot supply lines and tighten the fittings, securely.
5. Start the engine. Raise and lower the body to
check for proper operation. Observe for leaks.
6. Service the hydraulic tank if necessary.
FIGURE 8-1. HOIST VALVE REMOVAL
1. Supply From Pump
2. Return To Manifold/
BCV
3. Capscrews, Washers &
Nuts
L08040 07/10
4. To Hydraulic Cabinet
5. To Hoist Cylinders
6. Return To Tank
7. To Hoist Cylinders
8. Snubber Valve
L8-3
FIGURE 8-3. TIE ROD INSTALLATION

3. Lubricate the new O-rings lightly with multipurpose grease. Replace O-rings between sections. Stack the sections together. Ensure the
O-rings are properly positioned.
4. Install the four tie rods with the dished washer
between the nut and housing as shown in Figure 8-3.
1. Inlet Section
7. Outlet Port
2. Spool Section Cover
8. Inlet Port
3. Spool Section
9. Tie Rods
4. Spacer
10. Nuts and Washers
5. Inlet Section
11. Inlet Section Cover
6. Relief Valve Cover
5. Torque the nuts in the pattern shown in Figure

8-4. Tighten the nuts evenly in the following
sequence.
a. Tighten evenly to 27 Nm (20 lb ft) - tightening order 1, 4, 2, 3.
b. Tighten evenly to 68 Nm (50 lb ft) - tightening order 1, 4, 2, 3.
c. Torque evenly to 217 Nm (160 lb ft) - tightening order 1, 4, 2, 3.
O-Ring Replacement
NOTE: It is not necessary to remove the individual
valve sections for repair unless emergency field
repair is required to replace leaking O-rings between
sections. Loosening and tightening of the main valve
tie rod nut could cause distortion resulting in binding
or severely sticking plungers, poppet and spools.
The following procedure is for replacing the O-rings
between the valve sections.
1. Remove four tie rod nuts (10, Figure 8-2) from
one end of the valve. Slide tie rods (9) from the
valve and separate the sections.
2. Inspect the machined sealing surfaces for
scratches or nicks. If scratches or nicks are
found, remove by lapping on a smooth flat steel
surface with fine lapping compound.
L8-4
FIGURE 8-4. TORQUE SEQUENCE
07/10 L08040
FIGURE 8-5. INLET SECTION DISASSEMBLY

1. Capscrew
2. Inlet Cover
3. Spring (Orange)
5. Spring
6. Sleeve
7. Low Pressure Relief
8. O-Rings
9. Inlet Valve Body

10. O-Rings
11. Poppets
12. Springs
13. Cover
14. Capscrews
INLET SECTION
Disassembly
1. Match mark or identify each part when removed
in respect to its location or mating bore to aid
reassembly.
2. Disconnect the external tube at the cover end
and remove. Remove capscrews (14, Figure 85), remove cover (13). Remove springs (12),
poppets (11) and O-rings (10).
NOTE: Figure 8-5 shows the inlet section removed
from the main valve body for clarity.
3. Remove capscrews (1) and cover (2). Remove
springs (3 & 5) and main relief valve (4).
Remove sleeve (6), low pressure relief (7) and
O-rings (8). DO NOT attempt to disassemble or
change the adjustment of main relief valve (4).
The main relief is factory preset at 18 961 kPa
(2750 psi). Replace as a complete assembly
only.
4. Remove sleeve (9), backup ring (8), O-ring (7),
and backup ring (6). Remove backup ring (5),
O-ring (4), backup ring (3) and restrictor poppet
(2).
5. Repeat the previous steps for the opposite inlet
section, if required.
L08040 07/10
FIGURE 8-6. RESTRICTOR POPPET REMOVAL

1. Inlet Cover
2. Restrictor Poppet
3. Backup Ring
4. O-Ring
5. Backup Ring
6. Backup Ring
7. O-ring
8. Backup Ring
9. Sleeve
L8-5
SPOOL SECTION

1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
Disassembly
2. Inspect all springs for breaks or distortion.

Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
NOTE: It is not necessary to remove inlet sections (1

& 5, Figure 8-2) for spool section (3) disassembly.
3. Inspect all bores and surfaces of sliding parts

for nicks, scores or excessive wear.
1. Match mark or identify each part when removed

in respect to its location or mating bore to aid
during reassembly.
2. Remove the capscrews that secure spool section cover (2, Figure 8-2). Remove the cover.
4. Inspect poppets in their respective bore for fit.

Poppets should move freely, without binding,
through a complete revolution.
3. Remove poppet (1, Figure 8-7) from the cover.

Remove and discard O-ring (3).
5. Inspect fit and movement between sleeve and

low pressure relief valve.
NOTE: Poppet (1) is equipped with a small steel ball

(2). Do not misplace.
Assembly
1. Coat all parts including housing bores with
clean hydraulic oil. Lubricate O-rings lightly with
a multipurpose grease.
2. If restrictor poppet (2, Figure 8-6) was removed,
reassemble in the order shown.
3. Install poppets (11, Figure 8-5) in their respective bores. Install springs (12).
4. Install O-rings (10), and cover (13). Install capscrews (14). Tighten capscrews to 81 Nm (60
lb ft).
5. Install low pressure relief (7) in sleeve (6) and
install assembly in housing (9). Install main
relief valve (4). Install springs (3 & 5). Install
cover (2). Install capscrews (1). Tighten the
capscrews to 81 Nm (60 lb ft).
4. Remove and discard seal ring (4, Figure 8-8)

and O-rings (5).
5. Remove restrictor poppet (1). Remove and discard O-ring (2) and backup ring (3), if used.
Note the position of the restrictor when removed
to aid in correct assembly.
6. Remove spool assembly (2, Figure 8-9). Note
the color of the lower spring (blue) to aid in
proper assembly. Also note V groove (1) on the
end of the spool.
7. Remove plug (3, Figure 8-10) from the end of
spool (20). Remove spring seat (2) and spring
(11). Remove poppet (21) and spool end (15).
6. Connect the external tube. Tighten the nuts to

34 Nm (25 lb ft).
FIGURE 8-7. POPPET AND BALL

1. Poppet
2. Steel Ball
L8-6
3. O-Ring
07/10 L08040
NOTE: Pay special attention to poppets (12, 21 and

22, Figure 8-10) during removal to ensure proper
assembly. Poppets may be identified with a colored
dot: red, white or green.
of the spool.
9. Remove spool assembly (14) from the adjacent
bore.
10. Remove plug (3) from the end of the spool.
Remove spring seat (2) and spring (11).
Remove poppet (12) and spool end (15).
11. Repeat the previous step to remove the spring,
spring seat, and spool end for the other end of
spool. Note there is no plug or poppet installed
in the lower end of this spool.
12. Remove cover (19). Remove O-rings (4, 5, &
10).
FIGURE 8-9. SPOOL REMOVAL

1. V Groove
2. Spool Assembly
3. Spool

1. Discard all O-rings and backup rings. Clean all
parts in solvent and blow dry with compressed
air.
2. Inspect all springs for breaks or distortion.
Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL
2. O-ring *
3. Backup Ring *
4. Seal Ring
5. O-Ring
3. Inspect all bores and surfaces of sliding parts

for nicks, scores or excessive wear.
4. Inspect all poppets in their respective bore for
fit. Poppets should move freely without binding
* NOTE: Items 2 and 3 not used on all valves.
L08040 07/10
L8-7
FIGURE 8-10. SPOOL SECTION ASSEMBLY

1. Cover
2. Spring Seat
3. Plug
4. O-Ring
5. O-Ring
6. Poppet
7. Ball
8. O-Ring
L8-8
10. O-Ring
11. Spring
12. Restrictor Poppet (Green)
13. Spool Housing
14. Spool Assembly
15. Spool End
16. Spring (Blue)
17. O-Ring
18. Poppet
19. Spool Cover
20. Spool Assembly
21. Restrictor Poppet (Red)
22. Restrictor Poppet (White)
07/10 L08040
Assembly
1. Lubricate O-rings (4, 5 & 10, Figure 8-10) with
clean hydraulic oil. Install the O-rings in the
spool housing. Install poppet (18) and install
cover (19). Install the capscrews that secure the
cover. Tighten the capscrews to 81 Nm (60 lb
ft).
2. Install spring (11) in spool (20). Install spring
seat (2). Apply Loctite to the threads of spool
end (15). Install the spool end and tighten to 34
Nm (25 lb ft). Install red poppet (21). Apply Driloc #204 to the threads of plug (3). Install the
plug and tighten to 20 Nm (15 lb ft).
NOTE: Poppets 12, 21 and 22 may be color coded
and must be installed in their original location.
of spool (20). Ensure poppet (22) is white and
spring (16) is blue in color.
4. Lubricate the spool assembly and carefully
install in spool housing (13). Make sure the V
groove in the spool is in the up position, or
toward cover (1).
5. Install spring (11) in remaining spool (14). Install
spring seat (2). Apply Loctite to the threads of
spool end (15). Install the spool end and tighten
to 34 Nm (25 lb ft). Install green poppet (12).
Apply Dri-loc #204 to the threads of plug (3).
Install the plug and tighten to 20 Nm (15 lb ft).
L08040 07/10
6. Repeat the previous step for the bottom end of

spool (14). A poppet and plug are not installed
in the lower end. Spring (16) is blue in color.
7. Lubricate the assembled spool and install in the
spool housing. Make sure the V groove is in the
up position, or toward cover (1).
Spools (14) and (20) are physically interchangeable. Ensure spool (14) is installed toward the
base port of the spool housing.
8. If used, install a new O-ring and backup ring on
restrictor poppet (1, Figure 8-8). Install the
restrictor poppet in the housing.
9. Install new O-rings (4, 5 & 10, Figure 8-10).
10. Install a new O-ring on poppet (6). Ensure the
small steel ball is installed in the poppet. Install
the poppet in cover (1).
11. Install the cover on housing (13). Secure the
cover in place with the cover capscrews.
Tighten the capscrews to 81 Nm (60 lb ft).
L8-9
HOIST PILOT VALVE

Installation
Removal
1. Shut off the engine and turn the key switch to
OFF. Allow at least 90 seconds for the accumulators to bleed down. Turn the steering wheel to
ensure hydraulic pressure has been relieved
before removing any hydraulic lines.
2. Place the hoist control lever in the POWER
DOWN position. Ensure the body is at rest on
the frame. Release the hoist control lever to
return the hoist valve spool to the FLOAT position.
3. Disconnect the hydraulic hoses from hoist pilot
valve (1, Figure 8-11).
4. Remove capscrews (6, Figure 8-12).
5. Loosen and unscrew jam nut (3). Unscrew
sleeve (2) until cotter pin (7) and pin (1) are
exposed.
1. Place hoist pilot valve (1, Figure 8-11) into position on the mounting bracket. Secure the valve
in place with the mounting capscrews.
2. Connect the hydraulic hoses to the corresponding ports. Tighten the hydraulic line connections, securely.
NOTE: Seal plate (16, Figure 8-13) must be in place
when installing the hoist cable. Leakage will result if
the plate is not properly installed during cable
installation.
3. Place the hoist control lever in the FLOAT position. Adjust the pilot valve spool until the centerline of the cable attachment hole extends 29.5
mm (1.16 in.) from the face of the valve body.
6. Remove the cotter pin and pin (1).

7. Remove the hoist pilot valve mounting capscrews. Remove the hoist pilot valve.
FIGURE 8-11. HOIST PILOT VALVE PIPING

2. Power Up Solenoid
3. Control Cable
4. Power Down Solenoid

Valve
FIGURE 8-12. HOIST PILOT VALVE PIPING
1. Pin
2. Sleeve
3. Jam Nut
4. Control Cable
L8-10
5. Flange
6. Capscrew
7. Cotter Pin
07/10 L08040
4. Align the control cable eye with the valve spool

hole and install pin (1, Figure 8-12). Secure the
pin in place with cotter pin (7).
5. Thread sleeve (2) upward until contact is made
with the valve body. Move flange (5) into position and secure in place with capscrews (6).
6. Thread jam nut (3) against the sleeve. Tighten
the jam nut, securely.
7. Start the engine and check for proper hoist
operation. Check for leaks and repair as necessary.
Disassembly
1. Thoroughly clean the exterior of the valve.
Place the valve in a clean work area for disassembly.
2. Remove machine screw (15, Figure 8-13) seal
plate (16), wiper (13) and O-ring (12).
3. Remove snap ring (1), capscrews (6), cap (24),
spacer (23), and detent sleeve (22). Separate
cap (24), spacer (23) and detent sleeve (22).
Detent balls (2) and (21) will fall free when the
cap and detent sleeve are removed.
4. Carefully slide spool (14) out of spool housing
(17). Remove seal retainer (25), wiper (26) and
O-ring (27) from spool (14).
5. Insert a rod in the cross holes of detent pin (3)
and unscrew from spool (14). Slight pressure
should be exerted against the detent pin as it
disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
7. Remove relief valve (5, Figure 8-11) from the
valve housing.
8. Scribe identifying marks on the inlet and outlet
housings in relationship to the spool housing to
ensure correct assembly.
9. Remove nuts (8 Figure 8-13) and nuts (10).
Remove tie rods (9). Separate the valve housings. Remove O-ring (11). Remove check poppet (2, Figure 8-14) and spring (3) from housing
(1).
L08040 07/10
FIGURE 8-13. HOIST PILOT VALVE

1. Snap Ring
2. Ball (4)
3. Detent Pin
4. Spring
5. Spacer
6. Capscrew
7. Outlet Housing
8. Nut
9. Tie Rod
10. Nut
11. O-Ring
12. O-Ring
13. Wiper
14. Spool
15. Machine Screw

16. Seal Plate
17. Spool Housing
18. Inlet Housing
19. Spring Seat
20. Spring
21. Ball (1)
22. Detent Sleeve
23. Spacer
24. Cap
25. Seal Retainer
26. Wiper
27. O-Ring
L8-11

1. Clean all parts, including housings, in solvent
and blow dry with compressed air.
2. Inspect seal counter bores. The bores must be
free of nicks or grooves.
3. Examine springs for breaks or distortion.
4. Inspect spool (14, Figure 8-13). The spool must
be free of longitudinal score marks, nicks or
grooves.
5. Install spool (14) in the spool housing to check
the fit. The spool must fit freely, without binding,
Spool housing (17), spool (14), inlet housing (18) and
outlet housing (7) are not serviced separately. Should
any of these parts require replacement, the entire
control valve must be replaced.
Assembly
1. Thoroughly coat all parts, including the housing
bores, with clean hydraulic oil.
2. Install check poppet (2, Figure 8-14) and spring
(3) in spool housing (1).
FIGURE 8-14. HOIST PILOT VALVE REASSEMBLY

1. Spool Housing
2. Check Poppet
3. Spring
4. O-ring
5. Outlet Housing
3. Install new O-ring (4) in spool housing. Place

the inlet and outlet housings onto the spool
housing.
4. Install the tie rods, and the tie rod nuts. Tighten
the tie rod nuts to the torques shown in Figure
8-15.
5. Install a new O-ring (27, Figure 8-13) and wiper
(26). Install seal retainer (25).
6. Install spacer (5), spring seats (19), and spring
(4). Thread detent pin (3) into spool (14). Slight
pressure will be required to compress the
detent spring. Tighten the detent pin to 9-11
Nm (84-96 lb in.). Install spring (20). Carefully
install the spool into the spool housing.
FIGURE 8-15. TIE ROD NUT TORQUE

1. Nut
2. Tie Rod
3. Nut
L8-12
4. Tie Rod
5. Outlet Housing
07/10 L08040
7. Apply grease to the cross holes of detent pin (3)

to hold balls (21) and (2).
HOIST CYLINDERS
8. Slide detent sleeve (22) into cap (24) and place

over a punch. Using the punch, depress ball
(21), and insert balls (2) in detent pin cross
holes.
Removal
10. While holding down on ball (21), slide detent

sleeve (22) and cap (24) as an assembly over
detent pin (3). Continue to insert detent sleeve
(22) until it contacts spring seat (19).
11. Secure cap (24) in place with capscrews (6).
Tighten capscrews (6) to 7 Nm (5 lb ft). Install
spacer (23) and snap ring (1).
12. Install a new O-ring (12) and wiper (13). Install
seal plate (16). Install machine screws (15).
13. Install new O-rings onto relief valve (5, Figure 811) in the spool housing.

lines. Hydraulic fluid escaping under pressure
can have sufficient force to enter a person's body
by penetrating the skin and cause serious injury
and possibly death if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
1. Turn the key switch OFF, and apply the parking

brake. Wait at least 90 seconds to allow the
accumulators to bleed down.
FIGURE 8-16. HOIST CYLINDER UPPER MOUNT

1. Retainer
2. Capscrews & Washers
3. Pin
L08040 07/10
4. Retainer Ring
5. Bearing
6. Hoist Cylinder
L8-13
2. To relieve all pressure from the hydraulic circuit,

slowly move the hoist lever to the POWER
DOWN position and gently lower the body until
it rests completely on the frame.
3. Disconnect the lubrication lines to the upper
and lower bearings of the hoist cylinder. Disconnect the hydraulic lines from the hoist cylinder.
Cap and plug the lines and ports to prevent
excessive spillage and contamination. Secure
the cylinder to the frame to prevent movement
during the next step.
4. Attach a suitable lifting device to the hoist cylinder. The hoist cylinder weighs approximately
330 kg (730 lb).
5. At the upper mount, remove capscrews and
washers (2, Figure 8-16). Remove retainer
plate (1). Use a brass drift and hammer to drive
pin (3) from the bore of the mounting bracket.
6. Carefully lower the cylinder until it lays against
the inside of the dual tire. Attach a suitable lifting device to the upper cylinder mounting eye.
7. Install a retaining strap or chain to prevent the
cylinder from extending during handling.
8. At the lower mount, remove capscrews (3, Figure 8-17), locking plate (4) and retainer plate
(2).
9. Carefully remove the cylinder from the frame
pivot. Move the cylinder to a clean area for disassembly.
FIGURE 8-17. HOIST CYLINDER LOWER MOUNT
1. Hoist Cylinder
2. Retainer
3. Capscrew
L8-14
4. Lock Plate
5. Retainer Ring
6. Bearing
07/10 L08040
Installation
1. Install a retaining strap or chain to prevent the
cylinder from extending during handling. The
hoist cylinder weighs approximately 330 kg
(730 lb). Attach a suitable lifting device that can
handle the load safely.
2. Raise the cylinder into position over the pivot
point on the frame. The air bleed vent at the top
of the cylinder must be toward the front of the
truck. Align the bearing eye with the pivot pin
and push the cylinder into place.
3. Install retainer (2, Figure 8-17), lock plate (4),
and the capscrews. Tighten the capscrews to
standard torque, and bend the lock plate tabs
over the capscrew flats.
4. Lift the cylinder head straight up until quill

assembly (22) is clear. Remove O-ring (12) and
backup ring (23).
5. Remove snap ring (9). Remove capscrews (7)
and flatwashers (5) that secure rod bearing
retainer (6) to rod (1). Remove seal (8).
6. Fabricate a retainer bar using a 6 x 25 x 460
mm (1/4" x 1" x 18") steel flat. Drill holes in the
bar to align with a pair of tapped holes spaced
180 apart in the housing. Attach the bar to the
housing using capscrews (11).
NOTE: A retainer bar is required to prevent the first
and second stage cylinders from dropping out when
the housing is inverted.
4. Align the top hoist cylinder bearing eye with the

bore of the upper mounting bracket.
5. Install pin (3, Figure 8-16) and retaining plate
(1). Secure in place with capscrews and lockwashers (2). Tighten the capscrews to standard
torque.
6. Install new O-rings in the grooves on the hose
flange connections and lubricate with clean
hydraulic oil. Position the flanges over the hoist
cylinder ports and install the flange clamps and
the mounting capscrews and lockwashers.
Tighten the capscrews to standard torque.
7. Rotate the cylinder assembly 180o to position

the lower mounting eye at the top. Attach a lifting device to the eye on rod (1) and lift the rod
and third stage cylinder assembly out of the cylinder housing.
7. Reconnect the lubrication lines for the upper

and lower hoist cylinder bearings.
As internal parts are exposed during disassembly, protect machined surfaces from scratches or
nicks.
8. Start the engine, raise and lower the body several times to bleed air from the cylinders. Check
for proper operation and inspect for leaks.
8. Rotate the cylinder housing 180. Remove the

retainer installed in step 6.
9. Service the hydraulic tank if necessary.
Disassembly
1. If removal of the hoist cylinder eye bearings is
necessary, remove retainer ring (5, Figure 8-17)
and press out bearing (6).
2. Mount the hoist cylinder in a fixture which will
allow it to be rotated 180.
3. Position cylinder head (10, Figure 8-18) at the
top. Remove capscrews (11) and the lockwashers.
L08040 07/10
9. Fabricate a round disc with a hole in the center.

Align the disc over second stage cylinder (2)
and first stage cylinder (3) at the bottom of the
cylinder housing.
10. Insert a 13 mm (.50 in.) dia. x 1350 mm (53 in.)
threaded rod through the top and through the
hole in the disc. Thread a nut on the bottom end
of the threaded rod below the disc.
11. Screw a lifting eye on the top end of the rod.
Attach it to a lifting device and lift the second
and first stage cylinders out of the housing.
L8-15
1. Rod
2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Flatwasher
6. Bearing Retainer
7. Capscrew
8. Seal
9. Snap Ring
10. Cylinder Head
11. Capscrews & Lockwashers
12. O-Ring
13. Bearing
14. Seal
15. Bearing
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Snap Ring
FIGURE 8-18. HOIST CYLINDER
L8-16
07/10 L08040
12. Remove the lifting tools from the second and

first stage cylinder assembly.
13. Slide second stage cylinder (2) down inside first
stage cylinder (3). Remove snap ring (9) from
inside the first stage cylinder.
14. Remove the second stage cylinder from the first
stage cylinder by sliding it out the top.
15. Remove all old bearings, O-rings, and seals
from the hoist cylinder components.

NOTE: Use only fresh cleaning solvent, lint free
wiping cloths and dry filtered compressed air when
cleaning and handling hydraulic cylinder parts.
Immediately after cleaning and inspection, coat all
surfaces and parts with clean hydraulic oil.
1. Thoroughly clean and dry all parts.
2. Visually inspect all parts for damage or excessive wear.
3. If the cylinder bores or plated surfaces are
excessively worn of grooved, the parts must be
replaced or, if possible, replated and machined
to original specifications.
4. Check quill (2, Figure 8-19) for tightness if it has
not previously been tack welded.
FIGURE 8-19. QUILL INSTALLATION TOOL

1. Cover
2. Quill Assembly
NOTE: The SS1143 tightening tool can be fabricated

locally. Request the following drawings from the
Komatsu Distributor:
SS1143 Tightening Tool - Assembly Drawing
a. Check the quill for tightness by using special

tool SS1143 (Figure 8-19) and tightening to
1356 Nm (1000 lb ft).
SS1144 - Square Tube (3.50" x 3.50" x 0.19" wall

x 2.0" long)
b. If the quill moves, remove the quill, clean the

threads in the cylinder head and quill, and
reinstall. Follow instructions outlined in Quill
Installation in this chapter.
SS1146 - Square Tube (3.00" x 3.00" x 0.25"

wall)
5. Carefully check capscrews (7, Figure 8-18) and

washers (5) for stress or damage. If in doubt,
replace the hardware.
SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
SS1147 - Tube, Brass (1.75" O.D. x 1.50" I.D. x

13.50" long)
SS1148 - Square Cut (2.50" x 2.50" x 0.75" thick)
SS1149 - Hex Drive (1.75" hex stock x 2.50"
long)
Note: All materials are 1020 steel except SS1147.
L08040 07/10
L8-17
Assembly - Quill And Cylinder

Use only new seals, bearings and O-rings during
reassembly. Thoroughly lubricate all parts and seals
with hydraulic oil to aid in assembly and to provide
lubrication during initial operation.
Quill Installation
1. Check plugs (3, Figure 8-20) and check balls
(4) in the quill during any cylinder repair to
ensure the plugs are tight and the ball seats are
not damaged. Refer to Installation of Check
Balls and Plugs in Quill.
2. Secure cap assembly (1) in a sturdy fixture.
Ensure the threads in the cap and the threads
on the quill are clean and dry (free of oil and solvent).
3. Using Loctite LOCQUIC Primer "T" (part number TL8753) or the equivalent, spray the mating
threads of both cap assembly (1) and quill
assembly (2). Allow the primer to dry three to
five minutes.
4. Apply Loctite Sealant #277 (part number
VJ6863) or the equivalent to the mating threads
of both the cap assembly and the quill assembly.
5. Install the quill and use tool SS1143 to tighten
the quill to 1356 Nm (1000 lb ft). Allow the
parts to cure for two hours before exposing the
threaded areas to oil.
NOTE: If LOCQUIC primer "T" (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
6. Tack weld the quill in two places as shown in
Figure 8-20.
7. Remove all slag and foreign material from the
tack weld area before assembly of the cylinder.
During future cylinder rebuilds, removal of the quill
will not be necessary unless it has loosened or is
damaged. Removal, if necessary, will require a
break-loose force of at least 2712 Nm (2000 lb ft)
after the tack welds are ground off.
FIGURE 8-20. PLUG AND CHECK BALL

INSTALLATION
1. Cover Assembly
2. Quill Assembly
L8-18
3. Plug
4. Check Ball
07/10 L08040
Installation Of Check Balls And Plugs In Quill

Check balls (4, Figure 8-20) in the side of quill
assembly (2) are held in place with threaded plugs
(3).
If a plug is missing and the check ball is not found in
the cylinder, the opposite side hoist cylinder and the
plumbing leading to the hoist valve should be examined for damage. The hoist valve itself should also be
checked to see if the ball or plug has caused internal
damage to the spool. Peening of the necked down
sections of the spool may result. Spool sticking may
also occur under these circumstances.
Refer to Figure 8-21 for tool SS1158. The tool can be
fabricated for installing or removing the check ball
plugs.
Check the plugs during any cylinder repair to ensure
they are tight. If found to have any movement, they
must be removed and the ball seat in the quill
checked to see if it is deformed. If deformation of the
ball seat has occurred, the quill must be replaced.
1. Ensure the threads in the quill tube and on the

plugs are clean and dry (free of oil and solvent).
2. Use Loctite LOCQUIC Primer "T" (TL8753) or
equivalent and spray the mating threads of both
plugs (3, Figure 8-20) and quill assembly (2).
Allow the primer to dry three to five minutes.
3. Apply Loctite Sealant #277 (VJ6863) or equivalent to the mating threads of both plugs and quill
assembly.
4. Place check balls (4) in quill tube (2) and install
plugs (3) with the concave side facing the ball.
Using tool SS1158, tighten the plugs to 95 Nm
(70 lb ft). Allow parts to cure for two hours
before exposing the threaded areas to oil.
NOTE: If LOCQUIC primer "T" (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
5. Stake the plug threads in two places (between
holes) as shown in Figure 8-20 to prevent loosening of plug.
If removal of the plug is necessary in a later
rebuild, it will be necessary to carefully drill out
the stake marks and destroy the plug. A new
plug must be installed and staked as previously
detailed.
FIGURE 8-21. SS1158 PLUG INSTALLATION/REMOVAL TOOL
L08040 07/10
L8-19
Assembly of Cylinder
NOTE: Installation tools are available to assist in
assembly of the hoist cylinder. The tools fit into the
snap ring grooves on the first and second stage
tubes to prevent components from catching on the
grooves during installation. The tool part numbers
are listed in the table below.
Part Number
1st Stage
PC2713
2nd Stage
PC2712
9. Rotate the housing 180 to position the cover

end at the top. Remove the retainer installed in
Step 6. Install bearings (17) and seal (16) on
the rod bearing retainer (6).
10. Thread two guide bolts in the end of rod (1).
Install seal (8) on the end of the rod.
Installation Tools
Component
8. Attach a lifting device to rod eye (1) and align it

over housing (4). Lubricate the rod with hydraulic oil, and lower into the housing.
11. Align piston rod bearing retainer (6) over guide

bolts and lower it over the end of rod (1).
Remove the guide bolts.
NOTE: Carefully inspect the capscrews for stress or
damage. If in doubt, replace with new parts.
1. Install seals (14, Figure 8-18) and bearings (15)

on the second stage cylinder. Install bearings
(19), buffer seal (18), rod seal (20) and rod
wiper (21) on the first stage cylinder. Lubricate
all components with clean hydraulic oil.
2. Align and slide second stage cylinder (2) inside
first stage cylinder (3). Allow the second stage
to protrude far enough to install snap ring (24)
on the inside of the first stage cylinder.
3. Mount housing (4) in the fixture with the cover
end positioned at the top. Install bearings (19)
buffer seal (18), rod seal (20) and rod wiper (21)
in the housing.
4. Install the lifting tool used during disassembly in
the second and first stage cylinder assembly.
5. Install bearings (13) on first stage cylinder (3).
Lift and align this assembly over housing (4).
Lower the second and first stage cylinders into
the housing.
6. Install the retainer used during disassembly to
hold the second and first stage cylinder in place
when the housing is rotated. Rotate the housing
180 to position the lower mounting eye at the
top.
7. Install the bearings, buffer seal, rod seal and
rod wiper in second stage cylinder (2).
12. Ensure the threads on capscrews (7) and the

threads in the rod are clean and dry (free of oil
and solvent).
a. Use Loctite LOCQUIC Primer "T" (TL8753)
or the equivalent to spray the threads on the
capscrews and the threads in the rod. Allow
the primer to dry three to five minutes.
b. Apply Loctite Sealant #277 (VJ6863) or the
equivalent to the threads of the capscrews
and the threads in the rod.
13. Install capscrews (7) with hardened washers
(5). Tighten the capscrews to 678 Nm (500 lb
ft).
NOTE: Allow parts to cure for two hours before
exposing the threaded areas to oil. If LOCQUIC
primer "T" (TL8753) was not used, the cure time will
require 24 hours instead of 2 hours.
15. Install O-ring (12) and backup ring (23) on cover
(10). Align and lower the cover onto housing
(4). Install capscrews (11) and the lockwashers.
Tighten the capscrews to standard torque.
16. Install hoist cylinder eye bearing (6, Figure 817) and retainer rings (5), if removed.
17. Pressure test the hoist cylinder. Refer to Pressure Testing later in this chapter.
L8-20
07/10 L08040
Pressure Testing
After the cylinder is assembled, perform the following
tests to verify that performance is within acceptable
limits.
1. With the rod fully extended, piston leakage
must not exceed 164 cm3/min. (10.0 in3/min.) at
17 250 kPa (2,500 psi), port to port.
2. With the rod fully retracted, piston leakage must
not exceed 328 cm3/min. (20.0 in3/min.) at
17 250 kPa (2,500 psi), port to port.
3. External rod seal leakage must not exceed one
drop of oil in eight cycles of operation.
L08040 07/10
L8-21
NOTES
L8-22
07/10 L08040
SECTION L9
HYDRAULIC SYSTEM FILTERS
INDEX
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3

HIGH PRESSURE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
LOW PRESSURE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
BRAKE COOLING & HOIST FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
TRANSMISSION FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
L09010 10/11
Hydraulic System Filters
L9-1
NOTES
L9-2
10/11
L09010
HYDRAULIC SYSTEM FILTERS

HIGH PRESSURE FILTER
A high pressure filter assembly filters the oil supply
from the steering/brake pump before it enters the
bleed-down manifold valve. The filter is located on
the left frame rail, forward of the hydraulic tank.
Refer to Section P, Lubrication and Service, for the
recommended filter element replacement interval.
Earlier replacement may be required if the maintenance caution lamp turns on. Refer to
Removal
Relieve system pressure before disconnecting

hydraulic lines. Pressurized hydraulic fluid can
injury and possibly death. Seek proper medical
treatment by a physician familiar with this injury,
immediately.

seconds for the accumulators to depressurize.
Verify that pressure has been released by turning the steering wheel. The wheels should not
turn.
Avoid contact with hot oil if the truck has been in

use. Properly contain oil and clean any spillage!
4. Replace O-ring (5) in the filter head.
L09010 10/11
FIGURE 9-1. STEERING CIRCUIT FILTER

1. Indicator Switch
2. Setscrew
3. Head
4. Bleed Plug
5. O-Ring
6. Filter Element
7. Bowl
8. O-Ring
9. Drain Plug
L9-3
BRAKE COOLING & HOIST FILTERS
Installation
1. Install new element (6). Install bowl (7) and
tighten.
replace as a unit. Switch adjustment is not necessary
or recommended.
A filter, located near the brake cooler, filters brake

cooling oil after it leaves the front wheel brake housings. Two identical filters located on the inner side of
the fuel tank, filter oil as it leaves the rear wheel
brake housings.
If the maintenance monitor lamp illuminates, indicating a restricted filter element, use the MOM display to
determine the actual filter element(s) requiring service.
LOW PRESSURE FILTERS
TRANSMISSION FILTER
Low pressure hydraulic oil filters (Figure 9-2) are

used at multiple locations on the truck. The low pressure filters clean the hydraulic oil in the brake cooling
circuit, hoist circuit, and the transmission oil supply.
Oil from the transmission pump flows through two filters prior to entering the transmission. The filters are
located on the right frame rail, forward of the fuel
tank.
Indicator switch (2) provides an electrical signal to

the monitoring circuits to warn the operator if the filter
elements become restricted.
Refer to Section P, Lubrication and Service, for the
recommended filter element replacement interval.
Earlier replacement may be required if the maintenance monitor lamp turns on and the MOM display
indicates one or more of the hydraulic system elements is restricted. A transmission oil filter lamp on
the instrument panel will flash and a buzzer will
sound if the transmission filter element becomes
restricted.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: When the engine is initially started and the
hydraulic oil is cold, the restriction warning may
activate. Allow the hydraulic system oil to reach
operating temperature before using the warning as
an indicator to change the element. Cold, thick oil
may cause the monitor system to think the filters are
restricted.
L9-4
10/11
L09010
Removal
Relieve system pressure before disconnecting

hydraulic lines. Pressurized hydraulic fluid can
injury and possibly death. Seek proper medical
treatment by a physician familiar with this injury,
immediately.
1. Remove plug (6, Figure 9-2) and drain oil from

the housing into a suitable container.
Avoid contact with hot oil if the truck has been in

use. Properly contain oil and clean any spillage!
3. Replace seal (3) in the filter head.
Installation
(4) and tighten.

is not necessary or recommended.
FIGURE 9-2. LOW PRESSURE FILTER ASSEMBLY
1. Head Assembly
2. Indicator Switch
3. Seal
4. Bowl
5. Filter Element
L09010 10/11
6. Plug
7. O-Ring
8. Core Assembly
9. Bypass Valve
L9-5
NOTE
L9-6
10/11
L09010
SECTION L10
HYDRAULIC CHECK-OUT PROCEDURE
INDEX
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3
STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . .L10-3
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-4
Installation Of Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-4
Initial Startup And Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-4
Component Checkout And Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5
CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7
Steering Components Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
HYDRAULIC SYSTEM CHECKOUT DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-10
L10030 05/08
Hydraulic Check-out Procedure
L10-1
NOTES
L10-2
05/08 L10030
HYDRAULIC CHECK-OUT PROCEDURE

GENERAL INFORMATION
The hydraulic check-out procedure is intended to
help the technician check, adjust, and diagnose
problems in the steering and hoist circuits. Read the
entire check-out procedure prior to performing any
checks. It is important to become familiar with the
system before installing test equipment.
The following procedures may be easier if the
gauges can be observed from the cab or where the
technician can communicate with the person operating the controls.

immediately seek medical treatment by a physician familiar with this injury.
L10030 05/08
STEERING CIRCUIT CHECK-OUT &

ADJUSTMENT PROCEDURE
Steering circuit hydraulic pressure is supplied from
the steering piston pump and accumulators. 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 Component Leakage Test in this chapter.
NOTE: Excessive internal leakage within the brake
circuit may contribute to problems within the steering
circuit. Verify that brake circuit leakage is not
excessive before troubleshooting the steering circuit.
Refer to Section J, Brake System for information on
testing the brake system.
The steering circuit can be isolated from the brake

circuit by relieving pressure from the brake accumulators and removing the brake system supply line (1,
Figure 10-2) from the fitting on the bleeddown manifold. Plug the brake circuit supply hose and cap the
fitting at the bleeddown manifold to prevent leakage.
Prior to checking the steering system, the hydraulic
steering and brake systems must have the correct
accumulator charge and be at normal operating temperatures. Refer to Section L, Steering Circuit Component Repair, Steering Accumulator Charging for
steering accumulator charging instructions. Refer to
Section J, Brake Circuit Component Service, Accumulator Charging for brake accumulator charging
instructions
L10-3
Equipment Requirements
The following equipment is necessary to properly
check the steering circuit
Hydraulic schematic, refer to Section R.
Three 0-34 474 kPa (0-5000 psi) calibrated
pressure gauges and hoses.
Two 0-25 579 kPa (0-4000 psi) calibrated
NOTE: A data sheet for recording test pressures is
located at the rear of the chapter. Record all pressure
checks on this sheet.
It is essential that the pump case is full of oil

prior to starting the engine. Refer to Steering Circuit Component Repair, Steering and Brake
Pump in this section for instructions.
6. Fill the hydraulic tank to the upper sight glass.
7. Place the hoist control in the FLOAT position.
Installation Of Gauges
1. Install a 0-34 474 kPa (0-5000 psi) pressure
gauge at test port (6, Figure 10-1) on the bleeddown manifold.
2. Install two 0-34 474 kPa (0-5000 psi) pressure
gauges onto the pressure ports on the steering
cylinder manifold (2, Figure 10-5) below the
horsecollar.
3. Install a 0-25 579 kPa (0-4000 psi) pressure
gauge onto the hoist pump outlet pressure port.
Install another 0-25 579 kPa (0-4000 psi) pressure gauge at the brake cooling outlet pressure
port.
Initial Startup And Flushing

4. Disconnect the steering supply and return lines
from the bleeddown manifold. The supply hose
is connected to check valve (5, Figure 10-1)
and return to tank (3) is located directly below
the supply.
Using the necessary fittings, connect the supply
line to the return line to create a complete circuit. Install a 6.4 mm (0.25 in.) orifice between
the lines to create back pressure.
5. Remove the case drain line from the top of the
steering pump. Fill the pump with clean hydraulic oil, and install the case drain back on the
pump.
L10-4
FIGURE 10-1. BLEEDDOWN MANIFOLD

1. Brake Circuit Supply
3. Return to Tank
5. Supply From Steering
Pump (Check Valve)
6. Test Port
7. From Accumulator
8. To Flow Amplifier
9. From Flow Amplifier
10. Accumulator BleedDown Solenoid
11. Low Steering
Pressure Switch
12. Auto-Lube Supply
05/08 L10030
8. Turn the key switch to the ON position, but do

not start the engine. Verify that the low steering
accumulator pressure warning is not displayed.
If the indicator lamp illuminates, the accumulators are not properly charged. Charge the accumulators accordingly. Refer to Section L,
Steering Circuit Component Repair, Steering
Accumulator Charging for steering accumulator
charging instructions.
Component Checkout And Adjustment

18. Adjust the steering pump compensator for testing of the steering shock valves. Compensator
(2, Figure 10-2) must be set to 22 753 689
kPa (3300 100 psi) for this test.
9. Start the engine and allow it to operate at low

idle. Do not increase engine speed.
10. Check the pressure at the hoist and brake cooling pumps. Pressure at both hoist pumps
should be 689 kPa (100 psi) with the oil temperature at 21 C (70 F). Pressure at both brake
cooling pumps should be 241 kPa (35 psi) with
the oil temperature at 21 C (70 F).
11. If pressures are within range, increase engine
speed to 1500 rpm for 20 minutes to flush the
system.
12. After 20 minutes, stop the engine. Depressurize
all accumulators and return the steering circuit
hoses to their proper locations.
13. After the circuit is installed properly, start the
engine to flush the accumulators. Allow the
engine to operate until the pressure gauge at
the bleeddown manifold reaches 18 100 862
kPa (2625 125 psi). Do not apply the brakes
or move the steering wheel during accumulator
flushing.
14. Stop the engine and depressurize all accumulators. Verify no pressure exists on the pressure
gauge on the bleeddown manifold. Record the
pressure.
15. Open the needle valves in the brake cabinet to
depressurize the brake accumulators. Check
and record the pressure.
FIGURE 10-2. PUMP PRESSURE CONTROL

1. Steering Pump
2. Compensator Adjustment
3. Case Drain Line

4. Hoist Pump
19. Raise the steering relief valve setting to allow

testing of the shock valves. To adjust the relief
valve, perform the following:
a. Remove plug (2, Figure 10-3) on flow amplifier (1) to access the relief valve.
Repeat Steps 14 and 15 four more times.

Record the pressure after each cycle.
b. Gently bottom out the adjustment screw by

turning clockwise.
16. Start the engine and allow the accumulators to

fully charge. Rotate the steering wheel from
lock to lock a minimum of 10 times.

to pressurize.
17. Stop the engine. Check the level of the hydraulic tank and add oil if necessary.
L10030 05/08
L10-5
FIGURE 10-3. FLOW AMPLIFIER RELIEF VALVE

1. Flow Amplifier
2. Plug
FIGURE 10-4. STEERING DISTRIBUTION
MANIFOLD
21. While observing the two gauges installed on the

steering manifold, steer the truck against the left
stop. Pressure on one of the gauges should be
22 442 1069 kPa (3255 155 psi). Record the
measurement.
Steer the truck to the opposite stop. The other
gauge should be 22 442 1069 kPa (3255
155 psi). Record the measurement.
22. After checking the shock valves, lower the
steering relief valve setting back to 18 961
345 kPa (2750 50 psi).
a. Steer full left or right and maintain a slight
pressure against the steering wheel.
b. Adjust the steering relief valve until 18 961
kPa (2750 psi) is obtained on the pressure
gauge.
L10-6
1. Steering Distribution
Manifold
23. After adjustment is complete, install plug (2).

24. Record the relief valve adjustment pressure.
25. Turn the steering pump pressure compensator
adjustment screw counterclockwise to reduce
pressure while steering the truck to lower accumulator pressure. Adjust the compensator to
temporarily allow circuit pressure to drop to
approximately 17 237 690 kPa (2500 100
psi).
26. After adjusting, steer the truck to verify the pressure is maintained at 17 237 690 kPa (2500
100 psi).
27. Without steering the wheels, turn the pressure
compensator adjustment screw clockwise to
obtain 18 961 345 kPa (2750 50 psi) on the
gauge at the bleeddown manifold test port.
05/08 L10030
28. Turn the steering wheel one revolution and

stop. Wait at least 10 seconds and then check
the pressure. The pressure must be 18 961
345 kPa (2750 50 psi). If the pressure is not
within range, repeat the adjustment.
29. When properly adjusted, tighten the jam nut to
lock the adjustment screw.
CHECKING HOIST SYSTEM PRESSURES

Equipment Requirements
The following equipment will be necessary to properly check the hoist relief and "power down" circuit
pressures:
Hydraulic schematics, refer to Section R.
30. Turn the steering wheel one revolution and

stop. Wait at least 10 seconds and then check
the pressure again. The pressure must be
18 961 345 kPa (2750 50 psi).
Two 0-34 474 kPa (0-5000 psi) range calibrated

31. Record the pump compensator pressure.
33. Install two 0-34 474 kPa (0-5000 psi) pressure

gauges at each pressure port located on hoist
distribution manifold (2, Figure 10-5).
32. Verify the low steering accumulator pressure

switch activates at 18 961 345 kPa (1850 50
psi). To check the switch perform the following:
a. Operate the engine to allow the accumulators to charge. Turn the engine off.
b. Immediately turn the key switch to the ON
position without starting the engine. This prevents the accumulators from depressurizing.
c. Open the needle valves in the brake cabinet
to allow the steering accumulator in the pressure switch circuit to depressurize. Observe
the pressure gauge at the bleeddown manifold to determine what pressure the buzzer is
activated.
d. Record the pressure when the buzzer
sounds.
e. If the buzzer does not sound within the specified range, the warning circuit must be
checked and repaired until it is within specifications.
FIGURE 10-5. HOIST DISTRIBUTION MANIFOLD

1. Hoist Cylinder
2. Hoist Distribution
Manifold
34. Disconnect the hoist cylinder lines at the distribution manifold and cap the power up and
power down ports (four locations).
35. Start the engine and operate at high idle.
L10030 05/08
L10-7
36. Place the hoist lever in the POWER UP position. The pressure at the manifold must be
18 961 1034 kPa (2750 150 psi).
37. If the power up relief pressure is incorrect,
adjust the pressures as follows:
a. Return hoist lever to the FLOAT position.
b. Relieve all hydraulic pressure from the hoist
system.
38. Check the pressure again and verify that it is

within range.
39. With the engine at high idle, place the hoist
lever in the POWER DOWN position.
40. Pressure must be 10 342 689 kPa (1500
100 psi). If the power down pressure is not
within specifications, adjust the relief valve.
a. To increase power down relief pressure, turn
the adjusting screw clockwise.
b. To decrease power down relief pressure,
turn the adjusting screw counter-clockwise.
NOTE: Power down relief valve (1, Figure 10-7) is
located on pilot control valve (2) in the hydraulic
cabinet.
41. If pressures are within specifications, shut off

the engine and move the hoist control lever to
the FLOAT position. Remove all gauges.
FIGURE 10-6. HOIST RELIEF VALVE
1. Capscrew
2. Inlet Cover
3. Spring
5. Spring
6. Sleeve
7. Secondary Low
Pressure Valve
8. O-Rings
9. Inlet Valve body
42. Connect the hoist lines to the distribution manifold.

43. Check the hydraulic tank oil level. Add oil if necessary.
44. If testing is complete, change all hydraulic filters
before returning the truck to operation.
NOTE: Relief valve (4, Figure 10-6) is located under

inlet cover (2). The cover has a small external pipe
attached to it.
c. Remove the small external pipe and capscrews from inlet cover (2).
d. Remove the cover and spring (3) from the
relief valve.
e. Loosen the jam nut on relief valve (4) and
turn the screw clockwise to increase pressure or counter-clockwise to decrease pressure.
NOTE: Each 1/4 revolution of the adjustment screw
will cause approximately 1034 kPa (150 psi) change
in pressure.
f. Install spring (3), new O-rings (8) and cover
(2). Install and tighten cap screws (1).
FIGURE 10-7. POWER DOWN RELIEF VALVE

Valve
L10-8
05/08 L10030
Steering Components Leakage Test

9. Measure leakage at the steering return hose
removed in Step 1.
Maximum allowable leakage is 820 ml (50
in3) per minute.
Do not steer the truck while measuring leakage.
10. If the leakage is excessive, the flow amplifier

must be repaired or replaced.
1. Check combined leakage from the steering control unit and flow amplifier.
11. Disconnect tank return line (3, Figure 10-2) at

the bleeddown manifold. Install a plug in end of
hose removed.
a. Disconnect hose (3, Figure 10-1) at the

bleeddown manifold port.
12. Measure leakage from the tank return fitting on

the bleeddown manifold.
b. Cap the open fitting on the bleeddown manifold.
Maximum allowable leakage is 32.8 ml (2.0

in3) per minute.
c. Place the end of the disconnected hose in a

graduated container.
13. If the leakage is excessive, the bleeddown solenoid valve or the bleeddown manifold relief
valve must be replaced.
2. Start the engine and allow the system to stabilize at 18 961 1034 kPa (2750 150 psi).
3. Measure the leakage obtained in the graduated
container:
in3) per minute.
4. Shut off the engine.
5. If leakage exceeds the maximum, measure the
leakage from the steering control valve as follows:
a. Remove the steering control valve tank
return line at the flow amplifier.
b. Plug the flow amplifier port.
c. Place the end of the disconnected hose in a
graduated container.
a. Verify the relief valve is set at 22 408 1034

kPa (3250 150 psi).
b. Remove both valves and inspect the O-rings
for damage.
14. Recheck the leakage. If leakage is still excessive, replace the bleeddown solenoid.
If leakage is still excessive, replace the relief
valve.
15. After leakage tests are complete and leakage
rates are acceptable, install all hoses and properly tighten.
16. Check the hydraulic tank oil level and refill if
necessary.
6. Start the engine and allow the system to stabilize at 18 961 1034 kPa (2750 150 psi).
7. Check the leakage obtained in the graduated
container:
in3) per minute.
8. If the leakage exceeds the maximum allowed,
repair or replace the steering control unit. If the
leakage rate is acceptable, perform the next
step to check flow amplifier leakage.
L10030 05/08
L10-9
HYDRAULIC SYSTEM CHECKOUT DATA SHEET

8. Was accumulator precharge warning displayed before startup?
___________________
15. Pressure at bleeddown manifold test port after depressurizing accumulators

Pressure after 1st time
___________________
Pressure after 2nd time
___________________
Pressure after 3rd time
___________________
Pressure after 4th time
___________________
Pressure after 5th time
___________________
21.Left and right shock valve pressures

Left shock valve pressure
___________________
Right shock valve pressure
___________________
24. Flow amplifier relief valve pressure
31. Pump compensator pressure
___________________
___________________
32. Pressure at which low steering pressure indicator light illuminates and warning
buzzer sounds
___________________
36. Power up pressure at hoist cylinder manifold
___________________
40. Power down pressure at hoist cylinder manifold
___________________
Were all hydraulic filters changed after testing was completed?
___________________
Date of Checkout ___________________

Truck Unit: ___________________
Name of Technician ___________________
L10-10
05/08 L10030
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
HOT START SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
M01058
Index
M1-1
NOTES
M1-2
Index
M01058
SECTION M7
HOT START SYSTEM
INDEX
HOT START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3

SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
HEATER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
TROUBLESHOOTING GUIDELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-6
M07013
Hot Start System
M7-1
NOTES
M7-2
Hot Start System
M07013
HOT START SYSTEM

The information in this chapter applies to trucks
equipped with the -50 C hot start system. Other cold
weather packages may not use all of the heating elements described in this chapter.
SYSTEM OPERATION
The hot start system is a 240V system and is
equipped with heating elements in the following components:
Engine oil pan
Cooling system
Rear axle
Hydraulic tank
Transmission oil pan
FIGURE 7-2. POWER JUNCTION BOX
Battery box
1. Junction Box
An outside power source is connected to a power

receptacle to operate the system. The power receptacle (2, Figure 7-1) is mounted inside the RH upright
near the bottom of the radiator.
2. Power Receptacle
Power from the receptacle travels to a junction box

containing two terminal blocks. The terminal blocks
distribute power to the various heaters in the system.
Junction box (1, Figure 7-2) is located in front of the
lower portion of the horsecollar frame.
M07013
The heaters in each location are controlled by thermostats. The thermostats turn on the heaters when
temperature falls below a preset value. After the
heating element raises the oil or coolant temperature
above the preset value, the thermostats remove
power to the heating elements.
Do not operate the engine while the cooling system heater is plugged in. The flow check valve
eliminates coolant flow through the heater while
the engine is on. This will cause a lack of circulation in the heater and burn out the heating elements.
FIGURE 7-1. HEATING SYSTEM POWER

RECEPTACLE
1. Radiator
2. Terminal Boards
Close the shut off valves before replacing a coolant heater. Failure to close the valve will result in
a loss of coolant from the cooling system.
Hot Start System
M7-3
HEATER INFORMATION
Hydraulic Tank
Coolant Heaters
Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operating Range: . . . . . . . . 16 - 27 C (60 - 80 F)
Operating Range . . . . . . . . . 16 - 27 C (60 - 80 F)
Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500W
Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2500W
FIGURE 7-3. HYDRAULIC TANK HEATERS

1. Thermostat
2. Heater
FIGURE 7-5. COOLING SYSTEM HEATERS
1. Shut-Off Valve
2. Coolant Heater
Transmission
3. Thermostat
Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500W
Engine
Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500W
FIGURE 7-4. TRANSMISSION OIL HEATERS

1. Transmission
2. Oil Heater
M7-4
3. Thermostat
FIGURE 7-6. ENGINE OIL HEATERS

1. Engine Oil Pan
2. Oil Heater
Hot Start System
3. Thermostat
M07013
Rear Axle
Heater Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Operating Range: . . . . . . . 27 - 38 C (80 - 100 F)
Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500W
FIGURE 7-7. REAR AXLE HEATERS

1. Rear Axle
2. Oil Heater
3. Thermostat
Battery Box
Heating Pad Quantity . . . . . . . . . . . . . . . . . . . . . . . 4
Wattage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75W
FIGURE 7-8. BATTERY BOX HEATERS

1. Heating Pad
2. Thermostat
M07013
3. Battery Box
Hot Start System
M7-5
TROUBLESHOOTING GUIDELINES
Refer to the electrical schematic located in Section M
for a diagram of the circuits.
SYMPTOM
RECOMMENDED CHECKS
Check for power going into the main power receptacle.
All of the heating elements do not heat.
Check for power at the junction box.

Check for loose connections at the terminal board.
Check for loose connections at the jumper cables in

between each terminal board in the junction box.
Some of the heating elements do not heat.
Check for loose connections.

Some of the heating elements operate outside
of the proper temperature range.
A heating element wont heat up.
Replace the thermostat that controls the affected heating

elements.
Connect a power source directly to the heating element and

check. If the element doesnt heat, replace the element.
Check the wiring for an open circuit.
M7-6
Hot Start System
M07013
SPECIAL TOOLS
PART NO.
DESCRIPTION
562-98-31301 Disc Gauge
PART NO.
EC3331
DESCRIPTION
NItrogen
Charging Kit
USE
Brake Disc Wear
Tool
USE
Suspension &
accumulator
nitrogen charging
NOTE: Not included with all trucks.
PART NO.
PC2061
PART NO.
DESCRIPTION
569-86-87361 Download
Harness
M08022 6/10
DESCRIPTION
Belt Tension
Tester
USE
A/C Belt Tension
USE
PLM Download
Data
Special Tools
M8-1
PART NO.
EL8868
DESCRIPTION
V-Belt Alignment Tool
USE
Aligning A/C
pulleys
PART NO.
PART NO.
SE21188
M8-2
DESCRIPTION
Drive Shaft
Alignment Tool
DESCRIPTION
PB8528
Wheel Chock
PB8529
Mounting
Bracket
USE
Prevents truck
rollaway
USE
Aligning driveline
components
PART NO.
DESCRIPTION
EH4902
Removal Tool
EG7806
Threaded Rod
Special Tools
USE
Wheel Rim
Retainer
Removal
6/10 M08022
PART NO.
DESCRIPTION
XB5789
Face Seal
Installation Tools
XB5790
PART NO.
XB0887
M08022 6/10
DESCRIPTION
Hydraulic Tank
Vacuum Kit
USE
548 mm
diameter seals
(front brake, rear
brake small)
821 mm
diameter seals
(rear brake large)
USE
To prevent oil
flow from the
hydraulic tank
when opening
the hydraulic system.
Special Tools
M8-3
NOTES
M8-4
Special Tools
6/10 M08022
SECTION N
OPERATOR CAB
INDEX
OPERATOR CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
HEATING AND AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N01027
Index
N1-1
NOTES
N1-2
Index
N01027
SECTION N2
OPERATOR CAB
INDEX
OPERATOR CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
CAB DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7
Door Striker Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7
Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8
DOOR PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
DOOR WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-12
WINDOW REGULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
DOOR HANDLE AND DOOR LATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
DOOR SEALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Door Opening Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
WINDSHIELD AND REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
N02022 10/11
Operator Cab
N2-1
NOTES
N2-2
Operator Cab
10/11 N02022
OPERATOR CAB
The operator cab is fully insulated for maximum operator comfort. The cab contains an integral Roll Over
Protection Structure (ROPS) for maximum operator
safety. All gauges, switches, and controls have been
designed to simplify operation and are within easy
reach of the operator. Servicing of the cab and associated electrical systems is simplified by use of
heavy-duty connectors on the various wiring harnesses.
Components located in this compartment consist of:

the steering valve, brake valve, heater valve, HVAC
plenum, HVAC relays, and other electrical connections.
Hydraulic components and some electrical connections are located outside of the interior and are
accessed through the large access cover on the front
of the cab. Refer to Figure 2-1.
DO NOT attempt to modify or repair damage to

the ROPS without written approval from Komatsu. Unauthorized repairs to the ROPS will void
certification. If modification or repairs are
required, contact your nearest Komatsu distributor.
FIGURE 2-1. CAB ASSEMBLY

1. Mounting Pad
2. Access Covers
3. Filter Cover
4. Windshield Wiper Arms
5. Stop Light (Service Brakes Applied)
N02022 10/11
Operator Cab
6. Retard Light (Retarder Applied)

7. Lifting Eye
8. Rear, Side Glass
9. Front, Side Glass
N2-3
Removal
Prior to cab removal or repairs, it may be necessary
to remove the body to provide clearance for lifting
equipment to be used. If body removal is not
required, raise the body and install the body retention
cable.
DO NOT work below a raised body until the body

retention cable has been installed.
NOTE: Label hoses and electrical connections

before disconnecting to ensure proper installation.
1. Park the truck on a hard, level surface. Apply
the parking brake and chock the wheels.
2. Verify the steering accumulators are depressurized by attempting to steer the truck.
3. Depressurize the brake accumulators using the
manual bleed valves on the brake manifold.
4. Open the battery disconnect switch.
FIGURE 2-2. HYDRAULIC & ELECTRICAL

1. Hydraulic Hoses
2. Electrical Harnesses
3. Ground Cable
6. Remove the protective flaps from the hydraulic

and electrical junctions at the rear of the cab.
Disconnect hydraulic hoses (1, Figure 2-2) from
the rear of the cab.
7. Disconnect electrical harnesses (2) and ground
cable (3).
Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
used to remove the refrigerant from the air conditioning system.
5. Evacuate the air conditioning system. Attach a
recovery station to the air conditioning service
valves. Refer to Air Conditioning System in this
section for detailed instructions.
FIGURE 2-3. SHUTOFF VALVES

1. Shutoff Valve
2. Water Pump
8. Close the two heater hose shutoff valves (1,

Figure 2-3) located on the engine.
N2-4
Operator Cab
10/11 N02022
FIGURE 2-4. CAB HYDRAULIC AND HVAC

1. Hydraulic Hoses
2. Heater Hoses
3. HVAC Drain
FIGURE 2-6. RADIO ANTENNA
4. Clamp
5. A/C Hoses
1. Radio Antenna
9. Disconnect two heater hoses (2, Figure 2-4)

from the fittings underneath the cab. Remove
clamp (4) securing the hoses to the bottom of
the cab.
2. LH Front ROPS Beam
14. Remove the access cover from the exterior of

the LH side of the cab. DIsconnect radio
antenna (1, Figure 2-6).
10. Disconnect five hydraulic hoses (1).

11. Disconnect two air conditioner hoses (5).
12. Cap all hoses and fittings to prevent contamination.
FIGURE 2-5. VACUUM HOSES

1. Vacuum Hoses
2. Filter Cover
13. Remove the access cover from the exterior of
the RH side of the cab. Disconnect two vacuum
hoses (1, Figure 2-5) from the front of the cab.
N02022 10/11
Operator Cab
FIGURE 2-7. CAB MOUNT

1. Cap Screw
2. Harness
N2-5
15. Disconnect harness (2, Figure 2-7). Check for

any other hoses or harnesses which may interfere with cab removal.
to the four lifting eyes on top of the cab. The cab
weighs approximately 1690 kg (3726 lb).
8. Install HVAC drain hose (3, Figure 2-4).

9. Connect five hydraulic hoses (1) to the fittings
beneath the front of the cab.
10. Connect hydraulic hoses (1, Figure 2-2) to the
rear of the cab.
17. Remove cap screws (1) and the washers from

each mounting pad.
11. Connect electrical harnesses (2) and ground

cable (3). Install the protective flaps over the
electrical and hydraulic junctions.
18. Lift the cab from the truck and move to an area
for further service.
12. Check for any other remaining hoses and electrical connections. Install as necessary.
19. Place blocks under each corner of the cab to

prevent damage to the floor pan and the fittings
below the cab.
13. Charge the air conditioning system. Refer to Air

Conditioning System in Section N for detailed
instructions.
14. Close the
valves.
Installation
to the lifting eyes on top of the cab. The cab
weighs approximately 2270 kg (5000 lb).
2. Lift the cab into position on the truck and align
the mounting pad holes with the tapped pads.
Partially install at least one cap screw (1, Figure
2-7) and washer at each of the four mounting
pads prior to completely lowering the cab onto
the deck. This will aid in alignment.
3. After the cab is properly positioned, insert the
remaining cap screws and washers. Tighten the
cap screws to 950 Nm (700 lb ft).
4. Connect harness (2).
5. Connect two vacuum hoses (1, Figure 2-5) to
the fittings at the front of the cab. Connect radio
antenna (1, Figure 2-6) at the front of the cab.
Install the outer access covers onto the front of
the cab.
accumulator
bleed-down
15. Close the battery disconnect switch.

16. Service the hydraulic tank and the engine coolant as required.
17. Start the engine and verify proper operation of
all systems.
CAB DOORS
For repairs on the door latches or window controls it
is usually better, but not necessary, to remove the
door from the cab and lower it to the floor for service.
Instructions in this section are the same for both the
LH and RH door.
Removal
6. Connect two air conditioning hoses (5, Figure 24) to the fittings below the cab. The receiver
drier and the accumulator must be replaced and
oil added to the system. Refer to Air Conditioning System in Section N for detailed instructions.
7. Install two heater hoses (2). Install clamp (4)
that secures the hoses to the cab. Open heater
shutoff valves (1, Figure 2-3).
N2-6
brake
Operator Cab
1. If overhead space is available, raise the body to

allow access to the door with an overhead hoist.
Secure the body in the raised position with the
body retention cable.
2. Lower the door window far enough to allow
installation of a lifting sling.
3. Disconnect window motor harness (4, Figure 211) from the cab floor.
4. Remove retainer clip (1) and bolt (2) from the
travel limiting strap on the door.
10/11 N02022
5. Install a lifting sling through the door and attach

it to a hoist. The weight of each door is approximately 68 kg (150 lb). Remove the cap screws
securing the door hinge to the cab. Lift the door
from the cab.
If the door closes, but does not provide a good

seal:
6. Place the door on blocks or on a work bench.
Installation
1. Attach a lifting sling and a hoist to the door. The
weight of each door is approximately 68 kg (150
lb). Lift the door into position on the cab.
2. Align the door hinges with the cab and install
the hinge cap screws.
3. Attach the travel limiting strap with bolt (2, Figure 2-11) and secure with retainer clip (1).
4. Connect window motor harness (4) to the connector in the cab floor.
5. Verify proper operation of the power window
and the door latch adjustment.
Door Striker Adjustment

Door seals keep air, dust and moisture from entering
around the door openings. Over time, the door latch
mechanism and the door seals may wear and allow
dirt and moisture to enter the cab. To ensure proper
sealing of the door seals, the door striker may need
to be adjusted periodically.
1. Mark the location of washer (1, Figure 2-8) with

a marker by circumscribing the outside edge of
the washer onto the jamb.
2. Loosen striker bolt (2). Move the striker inwards
approximately 2 mm (0.078 in.) and tighten.
3. Hold a piece of paper between the door and the
door seal. Close the door and verify that it is
completely closed and latched.
4. The door seal should firmly grip the paper all
along the top, front, and bottom edge of the
door. If the paper is loose all around, adjust the
striker, again. If the paper is firmly gripped, but
can be removed without tearing, open the door.
Tighten the striker bolt completely without
changing the adjustment and recheck.
If the paper is tight near the top and loose at the
bottom then seal compression is not even. The
door must be adjusted as follows: Place a small
block of wood at the top corner of the cab door
above the door handle. Then press firmly
inward on the lower corner of the door. Press in
one or two times, then remove the wood block
and check seal compression, again. Seal compression should be equal all the way around the
door. If the seal is still loose at the bottom,
repeat the procedure again until seal compression is equal all the way around.
If the paper is tight near the bottom and loose at
the top then seal compression is not even. The
door must be adjusted as follows: Place a small
block of wood at the bottom corner of the cab
door below the handle. Then press firmly inward
on the top corner of the door. Press in one or
two times, then remove the wood block and
check seal compression, again. Seal compression should be equal all the way around the
door. If the seal is still loose at the top, repeat
the procedure again until seal compression is
equal all the way around.
FIGURE 2-8. DOOR STRIKER ADJUSTMENT

1. Washer
2. Striker Bolt
N02022 10/11
3. Frame
4. Seal
Operator Cab
N2-7
If the door does not latch properly when trying to

close, striker bolt (2, Figure 2-9) may not be
positioned where the latches can engage the
bolt.
5. Open the door and rotate latch (3) and latch (5)
until they are both fully closed.
6. Approximate the center of the latch opening
onto the door opening at the striker. Use a Tsquare or other measuring equipment and mark
on the cab with a pencil.
NOTE: Release the door latches before trying to
close the door.
8. Carefully close the door and determine if this

has helped the problem. If the door latches, but
does not provide a tight seal, follow previous
adjustment procedures. If the door latches do
not catch, move the bolt outward and try again.
When corrected, follow previous adjustment
procedures to ensure proper seal compression.
Door Handle Plunger Adjustment

If the door handle becomes inoperative, it can either
be adjusted or replaced. The following is a procedure
for adjusting the exterior door handle plunger.
1. Determine the amount of free play in the door
release plunger by pushing in on the plunger
until it just contacts the door release mechanism. Measure the distance that the plunger
travels (Figure 2-10).
FIGURE 2-10. TRAVEL DISTANCE OF PLUNGER
2. Remove the door panel. Refer to Door Panel Removal in this chapter.
3. Carefully lower the door panel a few centimeters. Hold the glass at the top to prevent it from
dropping. Slide the door panel toward the cab to
disengage the window regulator roller (Figure 212) from the track on the bottom of the glass.
Slide the panel away from the cab to disengage
the other top roller and lower roller from its
tracks. Place the panel out of the way after
removal.
FIGURE 2-9. LATCH ASSEMBLY

1. Cab
2. Striker Bolt
3. Upper Latch
4. Door
5. Lower Latch
7. Loosen and center the door striker with this

mark. Tighten the striker firmly enough to hold it
in place but still allow some slippage.
N2-8
4. Lift the door glass and support at the top of the

frame.
Operator Cab
10/11 N02022
5. Remove two screws (Figure 2-13) holding the

roller track to the bottom of the door glass.
6. Before removing all door panel mounting

screws, support the panel to prevent the
assembly from dropping. Remove 15 mounting
screws (5). Remove the panel screws across
the top, last.
6. Remove cap screw and nut (1, Figure 2-19)

from inside the release lever.
7. Remove four mounting screws (2) that hold the
latch mechanism in the door.
8. Remove door latch (4). Check to see if the door
latch works properly by performing the following
test.
a. Close the upper and lower latches.
b. Operate the inside door release lever to see
if the latches open. If the latches do not
open, replace the assembly.
Remove the top panel screws last. The window

glass and internal door panel will drop when the
door panel screws are removed. Prevent the
panel from dropping during screw removal.
7. Carefully lower the door panel a few centimeters (Figure 2-12). Hold the glass at the top to
prevent it from dropping. Slide the door panel
toward the cab to disengage the window regulator roller from the track on the bottom of the
glass. Then, slide the panel away from the cab
to disengage the other top roller and the lower
roller from their tracks. Place the panel out of
the way after removal.
c. Close the latches, again.

d. Press the outside door button to see if the
latches open. If the latches do not open,
replace the assembly.
9. Remove mounting screws (3) from the outside
door handle. With the door handle removed,
adjust the plunger counterclockwise to increase
the height of the door handle release button.
Apply a thread lock to prevent loosening of the
screw. Tighten the nut to secure the adjustment.
8. Secure the window.
10. Reassemble the door.

Installation
DOOR PANEL
Removal
1. Remove hair pin clip (1, Figure 2-11) and bolt
(2) from the door check strap.
2. Remove the two cap screws that secure door
strap bracket (3) to the door.
3. Disconnect window motor harness (4).
4. Open the door as far as possible for removal of
the internal door panel.
5. Lower the window about half way. This will position the rollers for easier removal of the panel.
1. Raise the door window a few inches from the

top of the door and secure. Move the door panel
into position and install the lower and upper regulator rollers in their tracks. Start by moving the
door panel and window regulator away from cab
just far enough to allow the rollers to enter their
tracks. Then with the rollers in the tracks slide
the panel toward the cab. Move the panel just
far enough to allow the upper regulator roller to
go into the track on the bottom of the glass.
2. Lift the door panel and window up to align the
screw holes. Install 15 mounting screws (5, Figure 2-11).
3. Place strap bracket (3) into position on the door.
Install the two cap screws that secure the
bracket to the door.
4. Place the door check strap into position. Install
bolt (2) and hair pin clip (1).
5. Connect window motor harness (4).
N02022 10/11
Operator Cab
N2-9
DOOR WINDOW
Removal
1. Remove the door panel. Refer to Door Panel Removal for instructions.
2. Remove two screws (Figure 2-13) while holding
the bottom of the roller track.
FIGURE 2-11.
1. Pin Clip
2. Door Strap Bolt
3. Strap Bracket
4. Wiring Harness
5. Panel Screws
6. Window Regulator
Mounting Screw
FIGURE 2-13.
3. Support the glass in the door frame as shown in
Figure 2-14. Remove two screws (2) that hold
the adapter for the window regulator track.
Remove the adapter, the gaskets, the plate, and
the bushings.
FIGURE 2-14.
1. Support Blocks
2. Screws
FIGURE 2-12.
N2-10
Operator Cab
10/11 N02022
6. Lift the door glass up near the top of window

frame (1, Figure 2-17). Holding the glass in
place, tilt the frame out at the top. Lift the frame
and the glass straight up and out of the door.
Lift bracket (2, Figure 2-17) completely out of the

door before removing the assembly.
FIGURE 2-15.
1. Screws
2. Rubber Felt Insert
4. Remove the screw at the lower end of the window channels. It is necessary to pull rubber felt
insert (2, Figure 2-15) out of the channel in
order to be able to remove the screws.
5. Remove trim screws (1, Figure 2-16) that hold
the window frame to the door.
NOTE: Screws along the bottom of window frame
may be shorter than along the top and sides.
FIGURE 2-17.
1. Window Frame
10. Move the window and frame to an area where

the glass can be removed. Slide the glass down
and out of the window channels.
FIGURE 2-16.
1. Screws
N02022 10/11
Operator Cab
N2-11
Installation
11. Before installing a new window, first inspect the
window frame. In each corner there is an L
shaped bracket (1, Figure 2-18) with two screws
in it to hold the corners of the frame together.
Verify the screws are tight to properly align the
angled joints. (The joints are welded on newer
frames.) Verify the rubber insert in the window
channels is in good condition. Replace, if necessary.
12. Slide the new window glass into the window
frame channels. Move the glass to the top of the
frame.
13. Lift the window frame, holding the glass at the
top of the frame, and lower the assembly into
the door.
Verify that the channel of window frame (5, Figure 2-19) is properly positioned to the inside of
latch assembly (4).
14. Lower the glass in the frame and support it as

15. Reinstall screws (1, 2-16) that secure the window frame to the door.
The screws along the bottom of the window

frame may be shorter than the ones along the
sides and the top. These screws must be used in
this area to prevent the window glass from being
scratched or cracked. Refer to Figure 2-16. DO
NOT countersink the screws when installing.
Countersinking the screws may result in window
breakage.
16. Install the trim over the top of the screws that
secure the window frame to the door. Use a flat
blade screwdriver to assist with the installation
of the trim. Refer to Figure 2-20. DO NOT cut
the retainer lip on the trim.
17. Install two screws (1, Figure 2-15). Push rubber
insert (2) into position in the channel after installation of the screws.
Failure to install the two screws at the bottom of

the window channels may result in door rattles.
Install these screws and properly tighten before
proceeding.
18. Assemble the adapter bracket, gaskets, bushings and the plate on the window, as shown in
Figure 2-19.
FIGURE 2-18.
1. L Shaped Brackets
N2-12
Operator Cab
10/11 N02022
19. Lift the window into the frame. Install the window regulator roller track to the adapter bracket
installed in the previous step. Refer to Figure 213.
FIGURE 2-20.
FIGURE 2-19.
1. Adapter Bracket
2. Bushing
3. Rubber Gasket
4. Regulator Track
5. Screw
6. Plate
7. Window
8. Rubber Gasket
1. Cap Screw & Nut

2. Latch Screw
3. Outside Door Handle
Screw
4. Latch Assembly
5. Window Frame
20. Holding the window glass as shown in Figure 212 (a few centimeters from the top) install the
lower and upper regulator rollers in their tracks.
Start by moving the door panel (with window
regulator) away from the cab just far enough to
allow the rollers to enter their tracks. Then, with
the rollers in the tracks, slide the panel toward
the cab. Move the panel just far enough to allow
the upper regulator roller to go into the track on
the bottom of the glass.
21. Install the door panel. Refer to Door Panel Installation.
N02022 10/11
Operator Cab
N2-13
Installation
1. Move the window regulator to the up position.
Place the window regulator into position on the
door panel. Verify that the regulator gear and
the window motor gear are properly meshed.
2. Install four mounting screws (6, Figure 2-11).
Tighten the screws securely.
3. Install the door panel as outlined in Door Panel
- Installation.
DOOR HANDLE AND DOOR LATCH

Removal
The cab doors are equipped with serviceable latch
handles (inner and outer). If they become inoperative, replace with a new assembly. The outer latch
handle on each door is furnished with a key-operated
lock to enable the operator to lock the truck cab while
the truck is unattended.
1. Remove the door panel from the door as outlined in Door Panel - Removal.
2. Remove cap screw and nut (1, Figure 2-20)
from inside door handle.
3. Remove four mounting screws (2) that secure
the latch. Remove the latch.
FIGURE 2-21.
4. If replacing the outside door handle, remove

three screws (3) that secure the handle to the
door panel.
NOTE: Two of the screws are hidden behind the
latch.
WINDOW REGULATOR
Removal
1. Remove the door panel from the door as outlined in Door Panel - Removal.
2. Move the door panel to a work area to enable
replacement of the window regulator. Remove
four mounting screws (6, Figure 2-11) and
remove the regulator from the door panel.
Installation
1. Place the outside door handle into position, if
removed. Install three screws (3, Figure 2-20)
that secure the door handle.
1. Place the latch into position and align the
mounting holes. Install four mounting screws
(2).
2. Align the inside door handle and install cap
screw and nut (3).
3. Install the door panel. Refer to Door Panel Installation.
N2-14
Operator Cab
10/11 N02022
DOOR SEALS
4. Position both ends so that they are square.

Then, while holding the ends together, push
them firmly into the center of the opening.
Removal
1. The three-sided door seal seals the two sides
and the top of the door. The seal is glued onto
the door and can be replaced by peeling the
seal away from the door frame. Use a suitable
cleaner to remove the remaining seal and glue
material.
Installation
1. Clean the mounting surface for the door seal.
The surface must be free of dirt and oil. Apply
weatherstrip adhesive onto the area where the
seal is to installed.
2. Install seal (3, Figure 22) so that the corners of
the seal fit up into the corners of the door frame.
NOTE: Repeat the previous steps for replacement of
door hinge seal (2, Figure 23).
FIGURE 2-22.
1. Door Opening Seal
DOOR OPENING SEAL
3. Door Assembly Seal
Removal
1. Starting at the lower center of the door opening,
pull up on one end of the seal. Remove the seal
from the opening.
Installation
1. Inspect the cab opening lip for damage, dirt, or
oil. Clean and repair the cab opening as necessary. Remove any dirt and adhesive. Verify the
opening is clean and free of burrs.
2. Install the seal around the door opening in the
cab. Start at the bottom center of the cab opening and work the seal lip over the edge of the
opening. Verify the seal fits tightly in the corners. A soft face tool may be used to work the
seal up into the corners.
3. Continue working all the around the opening.
When the ends of the seal meet at the starting
bottom center of the cab opening, it may be
necessary to trim off some of the seal.
NOTE: The ends of the seal must be square-cut to
ensure a proper fit.
FIGURE 2-23.
1. Door Opening Seal
N02022 10/11
Operator Cab
2. Door Hinge Seal
N2-15
GLASS REPLACEMENT
Replacement
Recommended Tools
Pneumatic knife
Heavy protective gloves
The first concern with all glass replacement is
safety! Wear heavy protective gloves and safety
goggles when working with glass.
Safety goggles
Glazing adhesive & application gun
SM2897 glass installation spacers
(quantity varies per window)
Window glass (Refer to Parts Catalog)
1. Use a cut-out tool to slice into the existing

urethane adhesive and remove the window.
Recommended adhesives:
SikaTack Ultrafast or Ultrafast II (both heated).
The vehicle can be put into service after four
hours in optimum conditions. Heated adhesives
require a Sika approved oven to heat adhesive to
80 C (176 F).
Sikaflex 255FC or Drive (unheated). The vehicle
can be put into service after eight hours in
optimum conditions.
Sika Corporation
30800 Stephenson Hwy.
Madison Heights, MI 48071
Toll Free Number: 1-800-688-7452
Fax number: 248-616-7452
http://www.sika.com or
http://www.sikasolutions.com
NOTE: Removal of all old adhesive is not required.

Remove just enough to provide an even bedding
base.
3. Use a long knife to cut the remaining urethane
from the opening, leaving a bed 2 - 4 mm (0.08 0.15 in.) thick. If the existing urethane is loose,
completely remove it. Leave the installation
bumpers in place, if possible.
4. Clean the metal with Sika Aktivator. Allow it to
dry for ten minutes. Then paint on a thin coat of
Sika Primer 206G+P and allow it to dry for ten
minutes.
Due to the severe duty application of off-highway

vehicles, the cure times listed by the adhesive
manufacturer must be doubled before truck
operation can resume. If the cure time is not
doubled, vibration or movement will weaken the
adhesive bond, and the glass may fall off the cab.
If another adhesive manufacturer is used, follow
that manufacturer's instructions for use,
including the use of any primers. Double the
allowances for proper curing time.
N2-16
2. Carefully clean and remove all broken glass

chips from any remaining window adhesive.
The surface should be smooth and even. Use
only clean water.
5. Using only the new side window(s) which are to

be bonded in place, center the new glass over
the opening in the cab. Use a permanent
marker to mark on the cab skin along all the
edges of the new glass that is to be installed. All
edges must be marked on the cab in order to
apply the adhesive in the proper location.
6. Use Sika Primer 206G+P to touch up any bright
metal scratches on the metal frame of the truck.
Do not prime the existing urethane bed. Allow it
to dry for ten minutes.
7. Use a clean, lint free cloth to apply Sika
Aktivator to the black ceramic edge surrounding
the new window. Use a clean, dry cloth and
wipe off the Sika Aktivator. Allow it to dry for ten
minutes.
Operator Cab
10/11 N02022
8. For the side windows, use six or seven glass

installation bumpers (SM2897). Space them
equally around the previously marked glass
perimeter, approximately 19 mm (0.75 in.)
inboard from where the edge of the glass will be
when it installed.
NOTE: DO NOT apply the adhesive too far inboard,
as it will make any future glass replacement more
difficult.
WINDSHIELD AND REAR GLASS

NOTE: Two people are required to remove and
install the windshield or rear glass. One person
inside the cab, and the other person on the outside.
Special tools that are helpful in removing and
installing automotive glass are available from local
tool suppliers.
Removal
9. Apply a continuous, even bead of adhesive

(approximately 10 mm (0.38 in.) wide) to the
cab skin at a distance of 20 mm (0.79 in.)
inboard from the markings that denote the final
location of the glass edges.
10. Immediately install the glass. Carefully locate
the glass in place with the black masking side
toward the adhesive. Press firmly, but not
abruptly, into place to ensure that the glass is
properly seated. Do not pound the glass into
place.
11. Use a wooden prop and duct tape to hold the
glass in place for at least two hours or double
the adhesive manufacturers curing time,
whichever time is longer.
1. If the windshield is to be replaced, lift the

windshield wiper arms out of the way.
2. Starting at the lower center of the glass, pull out
weatherstrip locking lip (2, Figure 2-24 or 2-25).
Use a non-oily rubber lubricant and a screwdriver to release the locking lip.
3. Remove glass (1) from weatherstrip (3) by
pushing it out from inside the cab.
4. Clean all dirt and old sealant from the
weatherstrip grooves. Ensure that the perimeter
of the window opening is clean and free of
burrs.
12. Remove the tape or prop from the glass only

after the cure time has expired.
FIGURE 2-24. FRONT WINDSHIELD

1. Glass
2. Locking Lip
N02022 10/11
Operator Cab
3. Weatherstrip
4. Sheet Metal
N2-17
Installation
1. If the weatherstrip that was previously removed
is broken, weathered, or damaged in any way,
install a new rubber weatherstrip.
5. After the glass is in place, go around the

weatherstrip and push in on locking lip (2) to
secure the glass in the weatherstrip.
NOTE: Using a non-oily rubber lubricant on the

weatherstrip material and cab opening will make the
following installation easier:
6. If the windshield was replaced, lower the

windshield wiper arms back onto the glass.
a. Install weatherstrip (3, Figure 2-24 or 2-25)

around the window opening. Start with one
end of the weatherstrip at the center, lower
part of the window opening and press the
weatherstrip over the edge of the opening.
b. Continue installing the weatherstrip all
around the opening. When the ends of the
weatherstrip meet at the lower, center part of
the window opening, there must be 12.7 mm
(0.5 in.) of overlapping material.
NOTE: The ends of the weatherstrip material need to
be square-cut to assure a proper fit.
c. Lift both ends so that they meet squarely.
Then, while holding the ends together, force
them back over the lip of the opening.
2. Lubricate the groove of the weatherstrip where
the glass is to be seated.
3. Lower the glass into the groove along the
bottom of the window opening.
4. Two people should be used for glass
installation. Have one person on the outside of
the cab pushing in on the glass against the
opening, while one person on the inside uses a
soft flat tool (such as a plastic knife) to work the
weatherstrip over the edge of the glass all the
way around.
N2-18
Operator Cab
FIGURE 2-25. REAR WINDOW

1. Glass
2. Locking Lip
3. Weatherstrip
4. Sheet Metal
10/11 N02022
SECTION N3
CAB COMPONENTS
INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WIPER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Seat Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Seat Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Seat Belt Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
N03028 2/09
Cab Components
N3-1
NOTES
N3-2
Cab Components
2/09 N03028
CAB COMPONENTS
WIPER MOTOR
The windshield wipers are operated by a 24 volt
electric motor. The wipers can be adjusted for a
variable intermittent delay or a constant low or high
speed by the switch mounted on the turn signal lever.
Removal
3. While holding the linkage stationary, remove

nut (10, Figure 3-1) and disconnect linkage (9)
from wiper motor (1).
4. Remove three capscrews (6) with flat washers
(7) and lockwashers (8) that secure the wiper
motor to plate (5). Remove the wiper motor
assembly.
1. Remove the large access panel from the front

of the cab.
2. Disconnect the wiper motor harness connector.
Installation
1. Place wiper motor (1, Figure 3-1) into position
on plate (5).
2. Install three capscrews (6) with flat washers (7)
and lockwashers (8). Tighten the capscrews to
8 - 9 Nm (71 - 79 lb in.).
3. Align the motor output shaft with linkage (9).
Install nut (10) while holding the linkage
stationary. Tighten the nut to 22 - 24 Nm (16 18 ft. lbs.).
4. Reconnect the wiper motor harness connector.
5. Verify that the wipers operate properly and park
in the proper position. Refer to Figure 3-3.
FIGURE 3-1. WINDSHIELD WIPER

INSTALLATION
1. Wiper Motor
2. Capscrew
3. Flat Washer
4. Lockwasher
5. Plate
N03028 2/09
6. Capscrew
7. Flat Washer
8. Lockwasher
9. Linkage
10. Nut
Cab Components
N3-3
WIPER ARM
Removal
1. Note the parked position of wiper arm (1, Figure
3-2).
2. Lift the wiper arm cover and remove nut (2) and
spring washer (3).
3. Disconnect washer hose (9, Figure 3-3), and
remove the wiper arm.
FIGURE 3-2. WIPER ARM DETAIL

1. Wiper Arm
4. Cap
2. Nut
5. Washer
3. Spring Washer
6. Nut
FIGURE 3-3. PARK POSITION

A. Park Position (7)
1. Wiper Motor
2. Wiper Blade
3. Capscrew
4. Lockwasher
5. Flat Washer
6. Wiper Arm
7. Nozzle
8. Retainer
9. Hose
Installation
1. Place wiper arm (1, Figure 3-2) into the parked
position that was noted during removal. Install
spring washer (3) and nut (2). Tighten the nut to
16 - 20 Nm (142 - 177 lb in.). Close the cover.
2. Connect washer hose (9, Figure 3-3) to wiper
arm (6).
3. Verify that the wiper arms operate properly and
park in the proper position after installation is
complete. Refer to Figure 3-3.
N3-4
Cab Components
2/09 N03028
WIPER LINKAGE
WINDSHIELD WASHER
Removal
Operation
1. Remove the wiper arms. Refer to Wiper Arm

Removal in this section.
2. Remove retainer (8, Figure 3-3) and disconnect
the wiper linkage from the wiper motor drive
arm.
3. Remove nut (6, Figure 3-2) and washer (5) from
each wiper shaft.
4. Remove capscrews (3, Figure 3-3)
lockwashers (4) and flat washers (5).
with
5. Remove the wiper assembly from the cab.
The windshield washer, which is mounted on the

right side of the hydraulic cabinet, is a 3.8 liter (1 gal)
plastic reservoir (1, Figure 3-4) with a 24 volt electric
pump (2).
The washer is controlled by the windshield wiper
switch mounted on the turn signal lever. When the
switch is activated, washing solution is pumped
through outlet hose (3) and fed to a jet located in
each of the windshield wiper arms.
Service
Installation
1. Place the wiper assembly into position in the
wiper compartment.
If windshield washer maintenance is required, check

the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump
from the control switch. If the pump is inoperable,
replace it with a new pump assembly.
2. Install capscrews (3, Figure 3-3) with

lockwashers (4) and flat washers (5) and tighten
the capscrews.
3. Install washer (5, Figure 3-2) and nut (6) on
each wiper shaft. Tighten the nuts to 18 - 20
Nm (160 - 177 lb in.). Install cap (4) over the
nuts.
NOTE: Do not overtighten the nuts. The threads on
the shafts are easily stripped when improperly
tightened.
4. Align the linkage and attach it to the wiper
motor drive arm using retainer (8, Figure 3-3).
NOTE: When the motor is parked, the drive arm will
be in the 3 oclock position, as shown in Figure 3-3.
5. Install the wiper arms. Refer to Wiper Arm
Installation in this section. Ensure that the
wiper arms operate properly and park in the
proper position after installation is complete.
FIGURE 3-4. WINDSHIELD WASHER FLUID

RESERVOIR AND PUMP
1. Reservoir
2. Pump
N03028 2/09
Cab Components
3. Outlet Hose
4. Filler Cap
N3-5
OPERATOR SEAT
The operator's seat provides a fully adjustable

cushioned ride for the driver's comfort and ease of
operation.
Adjustment
The following adjustments must be made while
sitting in the seat.
1. Headrest: Move headrest (1, Figure 3-5) up,
down, fore, or aft to the desired position.
2. Armrests: Rotate the adjusting knob until
armrest (2) is in the desired position.
3. Backrest: Lift handle (3) to release and select
backrest angle. Release control handle to set.
4. Seat Belt: The operator must always have seat
belt (4) buckled and properly adjusted
whenever the vehicle is in motion.
5. Seat Slope: Lift and hold lever (5) to adjust the
slope of the seat. Release the lever to lock the
position.
6. & 7 Air Lumbar Support: Switch (7) controls the
lower air pillow and switch (6) controls the
upper air pillow. To inflate, press and hold the
top of the switch, then release. To deflate, press
and hold the bottom of the switch, then release.
8. Seat Suspension: Adjust switch (8) to obtain the
desired stiffness of the adjustable suspension.
Press the switch upward to stiffen the
absorbency of the suspension. Press the switch
downward to soften the ride.
9. Horizontal Adjustment: Lift and hold lever (9).
Bend your knees to move the seat back or forth.
Release the lever to lock the position.
12. Seat Height: Lift and hold lever (12) to adjust
the height of the seat. Release the lever to lock
the position. Optimum ride height is obtained
when the suspension is at the middle of its
stroke. To properly adjust, raise the seat to its
highest level. Then, lower the seat approximately 51 mm (2 in.) to the middle of the suspension stroke.
N3-6
FIGURE 3-5. OPERATORS SEAT ADJUSTMENT

CONTROLS
1. Headrest
2. Armrest
3. Backrest Adjustment Handle
4. Seat Belt
5. Seat Slope Adjustment Lever
6. Upper Air Pillow Lumbar Support Switch
7. Lower Air Pillow Lumbar Support Switch
8. Seat Suspension Adjustment Switch
9. Horizontal Adjustment Lever
10. Seat Base Mounting Hardware
11. Seat Tether Mounting Hardware
12. Seat Height Adjustment Lever
Cab Components
2/09 N03028
Seat Removal
1. Remove mounting hardware (10, Figure 3-5)
that secures the seat base to the riser. Remove
mounting hardware (11) that secures the tether
to the floor.
2. Remove the seat assembly from cab.
Seat Installation
1. Mount the seat assembly to the riser. Install
mounting hardware (10, Figure 3-5). Tighten
the capscrews to standard torque.
2. Fasten the tether straps to the floor with
mounting hardware (11). Tighten the capscrews
to the standard torque.
Seat Belt Replacement

Inspect the date of manufacture on the seat belt. If
the seat belt is over five years old, replace the seat
belt. Or, if the seat belt has been in service for more
than three years, replace the seat belt.
N03028 2/09
Cab Components
N3-7
NOTES
N3-8
Cab Components
2/09 N03028
SECTION N4
HEATING AND AIR CONDITIONING
INDEX
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Fan Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Directional Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Heater Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fuse and Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Cab Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
ENVIRONMENTAL IMPACT OF AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
AIR CONDITIONING FOR OFF-HIGHWAY VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13
Trinary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13
AIR CONDITIONING SYSTEM SERVICING WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19
N04034 02/09
Heating And Air Conditioning
N4-1
SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20

SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Checking System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Soap and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Draining Oil from the Previous Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Evacuating and Charging the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
COMPRESSOR PULLEY AND BELT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Pulley Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Belt Tension Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-27
COMPONENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34
Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34
Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-36
CHARGING THE A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-37
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-38
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-38
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-38
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-39
PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-45
N4-2
02/09 N04034
HEATING AND AIR CONDITIONING

OPERATION
Directional Control Knob
The heater/air conditioner regulates the cab interior

temperature by providing heated air during cold
weather operation, and de-humidified, cool air during
warm weather operation.
Directional control knob (3) directs heated air to

different areas of the cab.
Heat for the cab is provided by passing coolant from

the engine cooling system through a heater coil.
Blowers move air across the heating coil which
warms the air for heating or defrosting.
To cool the cab, an engine driven refrigerant
compressor
passes
refrigerant
through
an
evaporator coil mounted in the same enclosure. The
same blowers move air across the evaporator to
provide cooled air through the outlet vents.
All heater and air conditioner controls are mounted
on a pod on the face of the enclosure. Refer to
Figure 4-1 for the following:
Fan Control Knob

Fan control knob (1, Figure 4-1) controls the cab air
fan motor. The fan motor is a 3-speed motor: low
(setting 1), medium (setting 2), and high (setting 3).
Speeds are selected by rotating the control knob to
the desired position. OFF is full the counterclockwise
position (setting 0).
The full counterclockwise position directs air to

the floor vents only.
Turning the knob one position clockwise directs
air to both the floor and dash vents.
Turning the knob one more position clockwise
directs air to the dash vents only.
Turning the knob one more position clockwise
directs air to the windshield defrost vents only.
The full clockwise position directs air to both the
floor and windshield defrost vents.
Heater Vents
Each heater/air conditioner vent (4, Figure 4-1) is a
flapper type vent which may be opened or closed or
rotated 360 degrees for optimum air flow. There are
four (three not shown) across the top of the panel,
one each in the right and left panel modules, and four
below the panel.
NOTE: The air conditioner will not operate unless the
fan control knob is turned ON.
Temperature Control Knob

Temperature control knob (2) allows the operator to
select a comfortable temperature.
Rotating the knob counterclockwise (blue arrow)
will
select
cooler
temperatures.
Full
counterclockwise position is the coldest air
setting.
Rotating the knob clockwise (red arrow) will
select warmer temperatures. Full clockwise
position is the warmest heater setting.
FIGURE 4-1. A/C & HEATER CONTROLS

1. Fan Speed
2. Temperature
N04034 02/09
3. Air Location
4. Air Vent
N4-3
COMPONENTS
Relays
Figures 4-2 and 4-4 illustrate both the heater system

and air conditioning system parts contained in the
cab mounted enclosure. Refer to the air conditioning
system topics later in this section for additional
information regarding air conditioning system
components, maintenance and repair.
Five relays (9, Figure 4-2) control the air dampers,

the A/C compressor, and the heater valve. All five
relays require 12VDC through the coil which is
supplied by a 24VDC to 12VDC converter (2).
One relay (Relay 1) switches 24 volt current to
actuate the A/C compressor clutch. The temperature
control switch, heater valve and the actuator motors
all operate on 12 VDC current.
Fuse and Circuit Breaker

Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn the key switch ON and
verify that the fuse is not burned out. Fuse 1 located
in fuse panel 3 in the rear electrical compartment
powers the heater/air conditioner assembly. Refer to
the electrical schematic for more detailed
information.
Heater Core
Heater core (48, Figure 4-4) receives engine coolant
through heater valve (14) when heat is selected. If
temperature control potentiometer (39) is placed in
between the red and blue area, or turned
counterclockwise to the blue area, coolant flow
should be blocked.
If temperature control potentiometer (39) and heater
valve appear to be working properly, yet no heat is
apparent in heater core (48), the core may be
restricted. Remove and clean or replace the core.
FIGURE 4-2. CAB HEATER/AIR CONDITIONER

COMPONENTS
1. Enclosure
2. Converter (24 V to 12 V)
3. Water Control (Heater) Valve
4. A/C Refrigerant Hoses
5. Water Outlet (To Engine)
6. Water Inlet (From Engine Water Pump)
7. Evaporator Core
8. Heater Core
9. Relays
N4-4
02/09 N04034
Fan Motor And Speed Control
Cab Air Filter
Fan speed is controlled by inserting resistors (52)

and (53, Figure 4-4) in series with the supply circuit
to the blower motor to reduce voltage. The number of
resistors in series is determined by the position of the
fan speed selector switch.
Recirculation air filter (19, Figure 4-4) and fresh air

filter (2, Figure 4-3) in the front access panel of the
cab need periodic cleaning to prevent restrictions in
air circulation. Restricted filters will decrease the
performance of the heater and air conditioner. The
recommended interval for cleaning and inspection is
250 hours, but in extremely dusty conditions the
filters may need daily service and inspection,
especially the outer panel filter on the cab shell. The
filter elements should be cleaned with water and
dried in a dust free environment before reinstallation.
Replace the filter element every 2000 hours, or
sooner if inspection indicates a clogged or damaged
filter.
At low speed, both resistors are used. At medium

speed, one resistor is used. At high speed, the full 24
VDC is supplied to the blower motor, bypassing all
resistors.
If motor (5) does not operate at any of the speed
selections, verify that battery voltage is available at
the switches, relay, and circuit breakers. Refer to the
electrical schematic in Section R. If voltage is
present, the motor is probably defective and should
be removed and replaced.
If the motor operates at high speed, but does not
operate at reduced speed, inspect the resistors for
physical damage or an open circuit. Replace
resistors as required.
Actuators
Two rotary actuator motors (8, Figure 4-4) are
installed inside the heater housing and are used to
actuate the flappers for the following:
Defroster outlet
Bi-level or floor outlets
A failure to switch one of the above modes of
operation may be caused by a faulty actuator.
Visually inspect flappers (11, Figure 4-4) and the
linkage for the function being diagnosed. Ensure that
the flapper is not binding or obstructed, preventing
movement from one mode to the other.
Verify that 12 VDC is present at the actuator when
the toggle switch is closed or absent when the toggle
switch is opened.
If the correct voltages are present during operation of
the switch, disconnect the actuator from the flapper
and verify that actuator force is comparable to a
known (new) actuator. If it is not, install a new
actuator.
N04034 02/09
FIGURE 4-3. CAB FILTER LOCATION

1. Access Cover
2. Cab Filter
N4-5
FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY

1. Blower Housing
2. Blower Wheel
3. Cover Plate
4. Venturi
5. Motor, 24V
6. Motor Mount
7. Plate
8. Actuator Motor
9. Screw
10. Spacer
11. Defrost Flapper
12. Snap Bushing
13. Foam
14. Heater Valve
N4-6
15. Grommet
16. Casing
17. Gasket
18. Filter Holder
19. Recirculation Air Filter
20. Knob
21. Filter Holder
22. Foam Insulation
23. Nut
24. Flat Washer
25. Cover
26. Louver
27. Louver Adapter
28. Foam
29. Plate, Coil

30. Evaporator Core
31. O-Ring
32. Expansion Valve
33. Control Panel
34. Plate
35. Light
36. Overlay
37. Knob
38. Blower Switch
39. Potentiometer
40. Switch
41. Plunger
42. Disc (Temperature)
43. Screw
44. Discharge Flapper
45. Front Door
46. Gasket
47. Grommet
48. Heater Core
49. Blower Retainer
50. Relay (12V)
51. Circuit Breaker
52. Resistor (12 Volt)
53. Resistor (24 Volt)
54. Thermostat
55. Grommet
02/09 N04034
FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM

1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit Breaker
5. Blower
6. Temperature Sensor
N04034 02/09
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
18. Accumulator
N4-7
ENVIRONMENTAL IMPACT OF
AIR CONDITIONING
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,
have been identified as a possible contributing factor
of the Ozone depletion.
Consequently, legislative bodies in more than 130
countries have mandated that the production and
distribution of R-12 refrigerant be discontinued after
1995. Therefore, a more environmentally-friendly
hydro-flouro-carbon.
(HFC) refrigerant, commonly identified as HFC-134a
or R-134a, is being used in most current mobile air
conditioning systems. Additionally, the practice of
releasing either refrigerant to the atmosphere during
the charging/recharging procedure is prohibited.
These restrictions require the use of equipment and
procedures which are significantly different from
those traditionally used in air conditioning service
techniques. The use of new equipment and
techniques allows for complete recovery of
refrigerants, which will not only help to protect the
environment, but through the recycling of the
refrigerant will preserve the physical supply, and help
to reduce the cost of the refrigerant.
AIR CONDITIONING FOR OFF-HIGHWAY

VEHICLES
Mining and construction vehicles have unique
characteristics of vibration, shock-loading, operator
changes, and climate conditions that present
different design and installation challenges 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.
N4-8
The cab tightness, insulation, and isolation from heat

sources is very important to the efficiency of the
system. It is advisable to close all vents, even the
intakes of pressurization systems, when there are
high humidity conditions.
The general cleanliness of the system and
components is important. Dust and dirt collected in
the condenser, evaporator, and air filters decreases
the system's cooling capacity.
The compressor, condenser, evaporator units, hoses
and fittings must be installed clean and tight and be
capable of withstanding the strain and abuse they
are subjected to on off-highway vehicles.
Equipment downtime costs are high enough to
encourage service areas to perform preventive
maintenance at regular intervals on vehicle air
conditioning systems (cleaning, checking belt
tightness, and checking operation of electrical
components).
PRINCIPLES OF REFRIGERATION
A brief review of the principles of air conditioning is
necessary to relate the function of the components,
the technique of troubleshooting, and the corrective
action necessary to put the air conditioning unit into
top operating efficiency.
Too frequently, the operator and the service
technician overlook the primary fact that no air
conditioning system will function properly unless it is
operated within a completely controlled cab
environment. The circulation of air must be a directed
flow. The cab must be sealed against seepage of
ambient air. The cab interior must be kept free of dust
and dirt which, if picked up in the air system, will clog
the intake side of the evaporator coil.
02/09 N04034
Air Conditioning
The Refrigeration Cycle
Air conditioning is a form of environmental control. As

applied to the cab, it refers to the control of
temperature, humidity, cleanliness, and circulation of
air. In the broad sense, a heating unit is as much an
air conditioner as is a cooling unit. The term air
conditioner is commonly used to identify an air
cooling unit. To be consistent with common usage,
the term air conditioner will refer to the cooling unit
utilizing the principles of refrigeration, sometimes
referred to as the evaporator unit.
In an air conditioning system, the refrigerant is

circulated under pressure through the five major
components in a closed circuit. At these points in the
system, the refrigerant undergoes predetermined
pressure and temperature changes.
Refrigeration - The Act Of Cooling

There is no process for producing cold; there is
only heat removal.
Heat always travels toward cooler temperatures.
This principle is the basis for the operation of a
cooling unit. As long as one object has a
temperature lower than another, this heat transfer
will occur.
Temperature is the measurement of the intensity

of heat in degrees. The most common measuring
device is the thermometer.
All liquids have a point at which they will turn to

vapor. Water boiling is the most common
example of heating until vapor is formed. Boiling
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not
increase in temperature once brought to a boil.
The heat energy is used in the vaporization
process. The boiling point of a liquid is directly
affected by pressure. By changing pressure, we
can control the boiling point and temperature at
which a vapor will condense. When a liquid is
heated and vaporizes, the gas will absorb heat
without changing pressure.
Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on
the cooler object.
Refrigerant - Only R-134a should be used in the
new mobile systems which are designed for this
refrigerant.
N04034 02/09
The compressor (refrigerant pump) takes in low

pressure heat laden refrigerant gas through the
suction valve (low side), and as its name indicates,
pressurizes the heat laden refrigerant and forces it
through the discharge valve (high side) on to the
condenser.
Ambient air, passing through the condenser removes
heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the receiver drier
where impurities are filtered out, and moisture
removed. This component also serves as the
temporary storage unit for some liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a
low temperature, low pressure liquid and saturated
vapor. This causes the refrigerant to become cold.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
pulled through the evaporator by the evaporator
blower. Since the refrigerant is colder than the air, it
absorbs the heat from the air producing cool air
which is pushed back into the cab. The moisture in
the air condenses upon movement into the
evaporator and drops into the drain pan from which it
drains out of the cab.
Refrigerant leaving the evaporator enters the
accumulator. The accumulator functions as a sump
for liquid refrigerant in the system. Because of its
design, the accumulator only allows vaporized
refrigerant to return to the compressor, preventing
compressor slugging from occurring. Desiccant is
located at the bottom of the accumulators to remove
moisture that is trapped in the system.
N4-9
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
refrigeration does not call attention to the fine points
of refrigeration technology. Some of these will be
covered in the following discussions of the
components, controls, and techniques involved in
preparing the unit for efficient operation.
AIR CONDITIONER SYSTEM

COMPONENTS
Compressor (Refrigerant Pump)
The compressor is where the low pressure side of
the system changes to high pressure. It concentrates
the refrigerant returning from the evaporator (low
side), creating high pressure and a temperature
much higher than the outside air temperature. The
high temperature differential between the refrigerant
and the outside air is necessary to aid rapid heat flow
in the condenser from the hot refrigerant gas to much
cooler outside air.
To create high pressure concentration, the
compressor draws in refrigerant from the evaporator
through the suction valve and, during compression
strokes, forces it out through the discharge valve to
the condenser. The pressure from the compressor
action moves the refrigerant through the condenser,
receiver-drier and connecting hoses to the expansion
valve.
The compressor is driven by the engine through a Vbelt driving an electrically operated clutch mounted
on the compressor drive shaft.
Service Valves
Quick-connect hose end fittings with integral service
valves attach to system service ports for servicing
the unit. A manifold gauge set is connected into the
system at the service valve ports and all procedures,
such as discharging, evacuating and charging the
system, are performed through the service valves.
N4-10
Condenser
The condenser receives the high pressure, hightemperature 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. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The
radiator fan moves more than 50% of condenser air
flow unless travel speed is at least 40 kph (25 mph).
Ram air condensers depend upon the vehicle
movement to force a large volume of air past the fins
and tubes of the condenser. The condenser is
usually located in front of the radiator or on the roof
of the truck.
Condensing of the refrigerant is the change of state
of the refrigerant from a vapor to a liquid. The action
is affected by the pressure of the refrigerant in the
coil and air flow through the condenser. Condensing
pressure in an air conditioning 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.
Receiver-Drier
The receiver-drier is an important part of the air
conditioning 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 evaporator. The storage of this refrigerant is
temporary and is dependent on the demand of the
expansion valve.
02/09 N04034
A desiccant is a solid substance capable of removing

moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers.
The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
sight glass is not clear, the system is low on
refrigerant.
The moisture indicator is a device to notify service
personnel that the drier is full of moisture and must
be replaced. The indicator is blue when the
component is free from moisture. When the indicator
turns beige or tan, the drier must be replaced.
This system uses an internally equalized, block type

expansion valve. With this type valve, the refrigerant
leaving the evaporator coil is also directed back
through the valve so the temperature of the
refrigerant is monitored internally rather than by a
remote sensing bulb. The expansion valve is
controlled by both the temperature of the power
element bulb and the pressure of the liquid in the
evaporator.
NOTE: It is important that the sensing bulb, if
present, is tight against the output line and protected
from ambient temperatures with insulation tape.
Expansion Block Valve

The expansion block valve controls the amount of
refrigerant entering the evaporator coil. Both
internally 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
pressure allows the flowing refrigerant to immediately
begin changing to gas as it moves toward the
evaporator. This produces the desired cooling effect.
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.
N04034 02/09
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 evaporator.
It is this controlling action that provides the proper
pressure and temperature control in the evaporator.
Accumulator
As the accumulator receives vaporized refrigerant
from the evaporator, moisture and/or any residual
liquid refrigerant is collected at the bottom of the
component. The moisture is absorbed by the
desiccant where it is safely isolated from the rest of
the system.
The storage of the liquid refrigerant is temporary.
When the liquid vaporizes into a gas it will be pulled
from the bottom of the accumulator into the
compressor. This process not only allows the
accumulator to act as a storage device, but also
protects the compressor from liquid slugging.
The low side service port is also located on the
accumulator.
N4-11
Evaporator
ELECTRICAL CIRCUIT
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.
The air conditioner's electrical circuit is fed from an

accessory circuit and is fused with a 30-ampere
circuit breaker.
Heat exchange, as explained under condenser

operation, depends upon a temperature differential of
the air and the refrigerant. The greater the
temperature differential, the greater will be the
amount of heat exchanged between the air and the
refrigerant. A high heat load condition, as is generally
encountered when the air conditioning system is
turned on, will allow rapid heat transfer between the
air and the cooler refrigerant.
The change of state of the refrigerant in and going
through the evaporator coil is as important as that of
the air flow over the coil.
All or most of the liquid that did not change to vapor
in the expansion valve or connecting tubes boils
(expands) and vaporizes immediately in the
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
condenses on the cool outside surface of the
evaporator coil and is drained off as water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature
in the evaporator must be controlled so that the water
collecting on the coil surface does not freeze on and
between the fins and restrict air flow. The evaporator
temperature is controlled through pressure inside the
evaporator, and temperature and pressure at the
outlet of the evaporator.
The blower control is a switch which provides a

range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the
compressor clutch. Once the blower is turned on, fan
speeds may be changed without affecting the
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
swash plate inside the compressor to turn which
starts the refrigeration cycle. When the temperature
of the evaporator coil drops to a predetermined point,
the contacts open and the clutch disengages.
When the clutch is disengaged, the blower remains
at the set speed. After the evaporator temperature
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the
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
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The thermostat is simply a thermal device which
controls an electrical switch. When warm, the switch
is closed; when cold, it is open. Most thermostats
have a positive OFF position as a means to turn the
clutch off regardless of temperature.
The bellows type thermostat has a capillary tube
connected to it which is filled with refrigerant. The
capillary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the
capillary tube exerts pressure on the bellows, which
in turn closes the contacts at a predetermined
temperature.
N4-12
02/09 N04034
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 when the system or
blower is turned off.
The stationary field clutch is the most desirable type
since it has fewer parts to wear. The field is mounted
to the compressor by mechanical means depending
on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The
armature is mounted on the compressor body.
3. Engage and disengage the radiator fan drive

clutch during normal variation of system
pressure.
The Trinary switch performs three distinct
functions to monitor and control refrigerant pressure
in the system. This switch is installed on the receiverdrier. The switch functions are:
Terminals 1 and 2 are connected internally through
two, normally closed pressure switches in series, the
low pressure switch and the high pressure switch.
When no current is fed to the field, there is no

magnetic force applied to the clutch and the rotor is
free to rotate on the armature, which remains
stationary on the crankshaft.
When the thermostat or switch is closed, current is
fed to the field. This sets up a magnetic force
between the field and armature, pulling it into the
rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
remains stationary. This causes the compressor
crankshaft to turn, starting the refrigeration cycle.
When the switch or thermostat is opened, current is
cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
to the field. In addition, safety switches in the
compressor clutch electrical circuit control clutch
operation, disengaging the clutch if system pressures
are abnormal.
Trinary Switch
This switch is mounted on the receiver-drier and has
three functions, as implied by the name:
1. Disengage the compressor clutch when system
pressure is too high.
2. Disengage the compressor clutch when system
pressure is too low.
N04034 02/09
Terminals 3 & 4 are connected internally through a

normally open switch that is used to control the
clutch that drives the radiator fan. This switch closes
and causes the cooling fan clutch to engage when
system pressure rises to 1379 - 1586 kPa (200 - 230
psi). When pressure falls to 965 - 1344 kPa (140 195 psi), the switch contacts open, and the cooling
fan clutch disengages.
Low Pressure - This switch opens and
disengages the compressor clutch if system
pressure drops into the 103 - 207 kPa (15 - 30
psi) range. When pressure rises above 276 kPa
(40 psi), the switch contacts close, and the clutch
engages the compressor. Since temperature has
a direct effect on pressure, if the ambient
temperature is too cold, system pressure will
drop below the low range, and the pressure
switch will disengage the clutch.
N4-13
Fan Clutch - The mid-range function actuates the

engine fan clutch, if installed.
AIR CONDITIONING SYSTEM SERVICING

WARNINGS
High Pressure - This switch opens and

disengages the compressor clutch if system
pressure rises above the 2068 - 2413 kPa (300 350 psi) range. After system pressure drops to
1448 - 1724 kPa (210 - 250 psi), the switch
contacts will close and the clutch will engage.
Servicing an air conditioning system really means

closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors
involved in the R-134a refrigerant quality and
quantity in an air conditioning system.
The switch functions will automatically reset when

system pressure returns to normal.
OPENS
CLOSES
Low
Pressure
103 - 207 kPa

(15 - 30 psi)
descending
pressure
276 kPa
(40 psi)
rising pressure
High
Pressure
2068 - 2413 kPa

(300 - 350 psi)
1448 - 1724 kPa

(210 - 250 psi)
Fan
Clutch
241 - 414 kPa

(35 - 60 psi)
below closing
pressure
1379 - 1586 kPa

(200 - 230 psi)
rising pressure
The pressures listed above are typical of

pressures at the receiver-drier. Due to normal
system flow losses and the distance between the
service port and the receiver-drier, it is expected
that actual system pressure displayed on the
gauge will normally be approximately 138 kPa (20
psi) higher. This factor should be observed when
checking for proper operation of the switch.
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 service personnel to their
importance before learning the correct procedures.
Read, remember, and observe each warning before
beginning actual system servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one
type of refrigerant only in order to prevent cross
contamination.
Trucks operating in cold weather climates must

continue to keep the A/C system charged during
cold weather months. Keeping the system
charged helps prevent moisture intrusion into
system oil and desiccants.
NOTE: One other pressure controlling device is

installed within the compressor. A mechanical relief
valve is located on the back of the compressor. The
relief valve will open at 3447 - 3792 kPa (500 - 550
psi). The purpose of this valve is to protect the
compressor in the event that pressure should be
allowed to rise to that level. Damage to the
compressor will occur if pressure exceeds 550 psi.
N4-14
02/09 N04034
SERVICE TOOLS AND EQUIPMENT
Recovery/Recycle Station
Federal regulations prohibit venting R-12 and R134a refrigerant into the atmosphere. An SAE
and UL approved recovery/recycle station must
be used to recover refrigerant from the A/C
system. Refrigerant is stored in a container on
the unit for recycling, reclaiming, or transporting.
In addition, technicians servicing A/C systems
must be certified they have been properly trained
to service the system.
Although accidental release of refrigerant is a
remote possibility when proper procedures are
followed, the following warnings must be
observed when servicing A/C systems:
Provide appropriate protection for your eyes
(goggles or face shield) when working around
refrigerant.
A drop of the liquid refrigerant on your skin
will produce frostbite. Wear gloves and use
extreme caution when handling refrigerant.
Whenever refrigerant must be removed from the

system, a dual purpose station as shown in Figure 46, performs both recovery and recycle procedures
which follows the new guidelines for handling used
refrigerant. The recovered refrigerant is recycled to
reduce contaminants, and can then be reused in the
same machine or fleet.
To accomplish this, the recovery/recycle station
separates the oil from the refrigerant and filters the
refrigerant multiple times to reduce moisture, acidity,
and particulate matter found in a used refrigerant.
NOTE: To be re-sold, the gas must be reclaimed
which leaves it as pure as new, but requires
equipment normally too expensive for all but the
largest refrigeration shops.
Equipment is also available to just remove or extract
the refrigerant. Extraction equipment does not clean
the refrigerant - it is used to recover the refrigerant
from an A/C system prior to servicing.
If even the slightest trace of refrigerant enters

your eye, flood the eye immediately with cool
water and seek medical attention as soon as
possible.
Ensure that there is sufficient ventilation
whenever refrigerant is being discharged
from a system. Keep in mind that refrigerant
is heavier than air and will fall to low-lying
areas.
When exposed to flames or sparks, the
components of refrigerant change and
become deadly phosgene gas. This poison
gas will damage the respiratory system if
inhaled. Never smoke in an area where
refrigerant is used or stored.
Never direct a steam cleaning hose or torch in
direct contact with components in the air
conditioning system. Localized heat can raise
the pressure to a dangerous level.
Do not heat or store refrigerant containers
above 49 C (120 F).
Do not flush or pressure test the A/C system
using shop air or another compressed air
source. Certain mixtures of air and R-134a
refrigerant are combustible when slightly
pressurized. Shop air supplies also contain
moisture and other contaminants that could
damage system components.
N04034 02/09
FIGURE 4-6. RECOVERY/RECYCLE STATION
N4-15
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.
Test equipment is available to confirm that the
refrigerant in the system is actually the type intended
for the system and has not been contaminated by a
mixture of refrigerant types.
Recycling equipment must meet certain standards as
published by the Society of Automotive Engineers
(SAE) and carry a UL approved label. The basic
principals of operation remain the same for all
machines, even if the details of operation differ
somewhat.
FIGURE 4-7. TYPICAL ELECTRONIC LEAK

DETECTOR
Leak Detector
The electronic leak detector (Figure 4-7) is very
accurate and safe. It is a small hand-held device with
a flexible probe used to seek refrigerant leaks. A
buzzer, alarm or light will announce the presence of
even the smallest leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure that the leak detector being
used applies to the refrigerant in the system.
Manifold Gauge Set

A typical manifold gauge set (Figure 4-8) has two
screw type hand valves to control access to the
system, two gauges and three hoses. The gauges
are used to read system pressure or vacuum. The
manifold and hoses are for access to the inside of an
air conditioner, to remove air and moisture, and to
put in, or remove, refrigerant from the system.
Shutoff valves are required within 305 mm (12 in.) of
the hose end(s) to minimize refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device
within 305 mm (12 in.) of the hose end. These
special hoses and fittings are designed to minimize
refrigerant loss and to preclude putting the wrong
refrigerant in a system.
N4-16
02/09 N04034
NOTE: When hose replacement becomes necessary,

the new hoses must be marked SAE J2916 R134a.
Functions of the manifold gauge set are included in

many of the commercially available recovery or
recovery/recycle stations.
High Side Gauge

The high side gauge is used to measure pressure
only on the discharge side of the compressor. The
scale is calibrated to 500 psi.
Installing Manifold Gauge Set

Before attempting to service the air conditioning
system, a visual inspection of both the engine and A/
C system components is recommended. Particular
attention should be given to the belts, hoses, tubing
and all attaching hardware as well as the radiator
cap, fan clutch, and thermostat. Inspect both the
condenser and the radiator for any obstructions or
potential contamination. Minimize all the possibilities
for error or malfunction of components in the air
conditioning system.
Shut off engine. DO NOT connect service

equipment when the engine is on.
1. Close the valves, if open (turn them clockwise).

FIGURE 4-8. MANIFOLD GAUGE SET
2. Check the hose connections on the manifold.

Verify that they are tight.
3. Locate the low and high side system service
fittings and remove their protective caps.
Low Side Gauge

The low side gauge, registers both vacuum and
pressure. The vacuum side of the scale is calibrated
from 0 to 30 inches of mercury (in. Hg). The pressure
side of the scale is calibrated to 150 psi.
4. Connect the two service hoses from the

manifold to the correct service valves on the
compressor and accumulator, as shown in
Figure 4-9. (High side to compressor discharge
valve and low side to accumulator.) Do not open
the service valves at this time.
Never open the hand valve to the high side when

the air conditioning system is operating. High
side pressure, if allowed, may rupture charging
containers and potentially cause personal injury.
N04034 02/09
N4-17
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 inches of the
service end. These valves are required to ensure
only a minimal amount of refrigerant is lost to the
atmosphere. R-134a gauge sets have a combination
quick disconnect and shutoff valve on the high and
low sides. The center hose also requires a valve.
FIGURE 4-9. SERVICE HOSE HOOK-UP

This gauge hook-up process will be the same,
regardless of the gauge set being installed. Whether
it is a recovery station or individual gauges, the
connections are the same. The procedures
performed next will vary depending what type of
equipment is being used. If a recovery/recycling
station is being used, complete servicing can be
accomplished. Using only a set of gauges will limit
the servicing to only adding refrigerant or observing
pressures.
The initial purging is best accomplished when

connected to recovery or recycle equipment. With
the center hose connected to the recovery station,
service hoses connected to the high and low sides of
the system, we can begin the purging. The manifold
valves and service valves should be closed.
Activating the vacuum pump will now pull any air or
moisture out of the center hose. This will require only
a few minutes of time. The hose is the only area that
is being placed in a vacuum and this will not require a
lengthy process. Closing the valve will then insure
the hose is purged. It is now safe to open the other
manifold valves.
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 evacuation. Connecting the applicable
hoses from the manifold gauge set to the compressor
service valves enables each of these to be readily
performed.
New and unique service hose fittings (Figure 4-10)
have been specified for R-134a systems. Their
purpose is to avoid accidental cross-mixing of
refrigerants and lubricants with R-12 based systems.
The service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.
N4-18
02/09 N04034
Vacuum Pump
The vacuum pump (Figure 4-11) is used to
completely evacuate all of the refrigerant, air, and
moisture from the system by deliberately lowering
the pressure within the system to the point where
water turns to a vapor (boils) and together with all air
and refrigerant is withdrawn (pumped) from the
system.
FIGURE 4-10. R-134a SERVICE VALVE

1. System Service Port
Fitting
2. Quick Connect
3. Service Hose
Connection
FIGURE 4-11. VACUUM PUMP
N04034 02/09
N4-19
SYSTEM PERFORMANCE TEST

This test is performed to establish the condition of all
components in the system. Observe these conditions
during testing:
1. Place a fan in front of the condenser to simulate
normal ram air flow and allow the system to
stabilize.
2. Install a thermometer into the air conditioning
vent closest to the evaporator.
3. Start the engine and operate at 1000 rpm.
4. Evaluate the readings obtained from the
gauges to see if they match the readings for the
ambient temperature.
5. Set the air conditioning system at maximum
cooling and maximum blower speed operation.
8. Feel the hoses and components on the low

side. They should be cool to the touch. Check
the connections near the expansion valve. The
inlet side should be warm and the outlet side
should be cold.
9. After a minimum of 10 minutes has elapsed and
the system has stabilized, observe the gauge
readings. Compare the readings to the
specifications in Table 1.
NOTE: Pressures may be slightly higher in very
humid conditions and lower in very dry conditions.
Pressures listed in the table are during compressor
clutch engagement.
6. Close all windows and doors to the cab.

7. Carefully feel the hoses and components on the
high side. All should be warm or hot to the
touch. Check the inlet and outlet of receiverdrier for even temperatures. If outlet is cooler
than inlet, a restriction is indicated.
10. Check the cab vents for cool air. Outlet air
temperature should be approximately 16 - 22 C
(30 - 40 F) below ambient air temperature.
11. If pressures and temperatures are not within the
specified ranges, the system is not operating
properly. Refer to Preliminary Checks near the
end of this chapter for tips on diagnosing poor
system performance.
Use extreme caution when placing hands on high

side components and hoses. Under most normal
conditions, these items can be extremely hot.
TABLE 1. NOMINAL R-134a PRESSURE RANGES

Ambient Air Temperature
High Side Pressure
Low Side Pressure
21 C (70 F)
820 - 1300 kPa (120 - 190 psi)
70 - 138 kPa (10 - 20 psi)
27 C (80 F)
950 - 1450 kPa (140 - 210 psi)
70 - 173 kPa (10 - 25 psi)
32 C (90 F)
1175 - 1650 kPa (170 - 240 psi)
105 - 210 kPa (15 - 30 psi)
38 C (100 F)
1300 - 1850 kPa (190 - 270 psi)
105 - 210 kPa (15 - 30 psi)
43 C (110 F)
1450 - 2075 kPa (210 - 300 psi)
105 - 210 kPa (15 - 30 psi)
NOTE: All pressures in this chart are for reference, only. Weight is the only absolute means of determining
proper refrigerant charge.
N4-20
02/09 N04034
SYSTEM OIL
Checking System Oil
R-134a air conditioning systems require the use of

Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. The
Komatsu PAG oil (p/n PC2212) is the oil that is
furnished in the system on Komatsu trucks. This light
blue-green oil can also be purchased at General
Motors dealers, (p/n 12378526).
The receiver-drier and accumulator must be

replaced each time the system is opened.
Handling and Reusing PAG Oil

Avoid skin contact and inhalation of PAG oil, as
these are normal precautions with any chemical.
PAG oil removed from new or old components
mustnt be retained for re-use. It must be stored
in a marked container and properly sealed. PAG
oil is an environmental pollutant and must be
properly disposed of after use.
PAG oil in containers or in an air conditioning
system must not be left exposed to the
atmosphere any longer than necessary. PAG oil
absorbs moisture very rapidly, and therefore, any
absorbed moisture could cause damage to an air
conditioning system.
Oil Quantity
It is critical to keep the correct amount of lubricant in
the air conditioning system at all times. Failure to do
so could result in damage to the compressor.
Damage to the compressor can be a result from not
only a lack of oil, but from too much oil, also. A lack
of oil will cause excess friction and wear on moving
parts. Excessive oil can result in slugging the
compressor. This condition occurs when the
compressor attempts to compress liquid oil as
opposed to vaporized refrigerant. Since liquid cannot
be compressed, damage to internal parts results.
1. Remove the compressor from the truck. With

the compressor positioned horizontally, remove
the drain plug, and capture the oil in a clear
graduated container. Rock the compressor back
and forth, and rotate the shaft to facilitate oil
removal.
Under no circumstances should the A/C

compressor be stood upright onto the clutch
assembly. Damage to the compressor clutch will
result, leading to premature compressor failures.
2. Inspect the oil for any foreign particles. If
particles are found, further investigation and
service are necessary to determine the source.
After repair, the system will need to be flushed.
Refer to System Flushing. If no particles are
found, proceed to the next step.
3. Add 207 ml (7oz.) of PAG oil to the compressor
sump. Add the oil through the drain port, and
install the drain plug. It is important to only add
the specified amount to ensure optimal system
performance. Too much oil will result in a
reduction in cooling. Too little oil will result in
compressor failure.
4. Determine the correct amount of additional oil
to add to the system by using the Replacing Oil
table. Add this extra oil to the inlet side of the
receiver drier or accumulator.
NOTE: If truck is being assembled for the first time,
add 207 ml (7oz.) of PAG oil to the inlet side of the
receiver-drier or to the accumulator.
EXAMPLE - If only the accumulator and receiver
drier were replaced, then add 120 ml (4 oz.) of PAG
oil to the inlet side of the receiver-drier or to the
accumulator. If the evaporator was also replaced at
this time, then add 150 ml (5 oz.) of PAG oil to the
inlet side of the receiver-drier or to the accumulator.
N04034 02/09
N4-21
NOTE: The proper quantity of oil may be injected into

the system during charging as an alternate method of
adding oil.
When installing a new compressor, the

compressor must be completely drained of its oil
before installation. Add 207 ml (7 oz.) of new PAG
oil to the compressor to ensure proper system oil
level. Failure to adjust the amount of oil in the
compressor will lead to excessive system oil and
poor A/C performance. Additionally, a new
receiver-drier and accumulator must be installed
and oil added to either one of these components.
REFRIGERANT
Recycled Refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
The refrigerant is cleaned by the recovery unit as it
passes through filters located on the unit that meet
specifications stipulated by Society of Automotive
Engineers, SAE J2099. The refrigerant that has
passed through the filtering process has only been
cleaned of contaminants that are associated with
mobile systems. Therefore, recycled refrigerant from
mobile systems is only acceptable for reuse in mobile
systems.
Reclaimed Refrigerant
Reclaimed refrigerant has been filtered through a
more thorough filtering process and has been
processed to the same standards of purity as virgin
refrigerant. Because of this, reclaimed refrigerant is
acceptable for use in all systems, not just mobile.
The reclaiming equipment used for this process is
expensive, and therefore, not common among
normal maintenance shops. Equipment such as this
is more commonly found in air conditioning specialty
shops.
REPLACING OIL
Component
Oil to add
Condenser
60-90 ml (2-3 ounces)
Evaporator
30 ml (1 ounce)
Receiver-Drier
60 ml (2 ounces)
Accumulator
60 ml (2 ounces)
Compressor
207 ml (7 ounces)
Block Valve
(Expansion)
Adding oil is not necessary
Hoses
Drain and measure amount

removed
Always use new, recycled, or reclaimed

refrigerant when charging a system. Failure to
adhere to this recommendation may result in
premature wear or damage to air conditioning
system
components
and
poor
cooling
performance.
5. Connect all hoses and components in the

system. Lubricate O-rings with clean mineral oil
before assembly.
NOTE: Do not use PAG oil to lubricate O-rings or
fittings. PAG oil could corrode fittings when used
externally.
6. Evacuate the system. Refer to Evacuating The
System later in this section.
N4-22
02/09 N04034
Refrigerant Quantity
R-134a Refrigerant Containers
If not enough refrigerant is charged into the system,

cooling ability will be diminished. If too much
refrigerant is charged into the system, the system will
operate at higher pressures and, in some cases, may
damage system components. Exceeding the
specified refrigerant charge will not provide better
cooling.
Two basic, readily available containers are used to

store R-134a: the 14 or 28 kg (30 or 60 lb) bulk
canisters (Figure 4-12). Always read the container
label to verify the contents are correct for the system
being serviced. Note the containers for R-134a are
painted light blue.
If an incorrect charge is suspected, recover the

refrigerant from the system, and charge the system
with the correct operating weight of 3.4 kg (7.4 lb).
This is not only the recommended procedure, but it is
also the best way to ensure that the system is
operating with the proper charge and providing
optimum cooling. Using the sight glass to determine
the charge is not an accurate method.
An unclear sight glass on R-134a systems can

indicate that the system may be low on
refrigerant. However, the sight glass should not
be used as a gauge for charging the system.
Charging the system must be done with a scale
to ensure the proper amount of refrigerant has
been added.
FIGURE 4-12. R-134a CONTAINERS

1. 14 kg (30 lb)
Cylinder
2. 28 kg (60 lb)
Cylinder
SYSTEM LEAK TESTING

Refrigerant leaks are probably the most common
cause of air conditioning problems, resulting from
improper or no cooling, to major internal component
damage. Leaks most commonly develop in two or
three places. The first is around the compressor shaft
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley
spinning can also cause the problem. When the
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-134a itself is invisible,
odorless, and leaves no trace when it leaks, but has
a great affinity for refrigerant oil.
N04034 02/09
N4-23
A second common place for leaks is the nylon and

rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the
condensate will quickly indicate the condition of the
evaporator. Any trace of fresh oil here is a clear
indication of a leak.
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).
NOTE: The length of the hose will affect the
refrigerant capacity. When replacing hoses, always
use the same hose length, if possible.
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
1.6 kg (3.5 lbs) of refrigerant into the system.
Before system assembly, check the compressor
oil level and fill to specifications.
Use extreme caution when leak testing a system
while the engine is running. In its natural state,
refrigerant is a harmless, colorless gas. But
when combined with an open flame, it will
generate toxic fumes (phosgene gas) which can
cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.
RECOVERING AND RECYCLING THE

REFRIGERANT
Draining 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.
Electronic Leak Detector

Refer to Figure 4-7. As the test probe is moved into
an area where traces of refrigerant are present, a
visual or audible announcement indicates a leak.
Audible units usually change tone or speed as
intensity changes.
Tracer Dyes
Tracer dyes are available that can be added to the
system as refrigerant is added. The system is then
operated to thoroughly circulate the dye. As
refrigerant escapes, it leaves a trace of the dye at the
point of leakage, which is then detected using an
ultraviolet light (black light), revealing a bright
fluorescent glow.
N4-24
5. Immediately switch to the OFF position and

allow the pressure to stabilize. If the pressure
does not rise to 34 - 69 kPa (5 - 10 psi), switch
the controller ON and OFF again.
6. When the pressure reaches 34-69 kPa (5-10
psi), open the oil drain valve, collect the oil in
an appropriate container, and dispose of
container as indicated by local, state or federal
regulation. The oil is not reusable due to
contaminants absorbed during use.
02/09 N04034
Performing the Recovery Cycle
Performing the Recycling Procedure
1. Ensure that the equipment being used is

designed for the refrigerant you intend to
recover.
2. Observe the sight glass oil level. Having been
drained, it should be at zero.
3. Check the cylinder refrigerant level before
beginning recovery to make sure you have
enough capacity.
4. Confirm that all shut-off valves are closed
before connecting to the A/C system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment as per the
manufacturer's
instructions.
7. Continue extraction until a vacuum exists in the
A/C system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop
steadily into the vacuum range, close the
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
pressure 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. Record
the amount of refrigerant recovered.
N04034 02/09
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
the equipment manufacturer's instructions for this
procedure.
Evacuating and Charging the A/C System
Evacuate the system once the air conditioner
components are repaired or replacement parts are
secured, and the A/C system is reassembled.
Evacuation removes air and moisture from the
system. Then, the A/C system is ready for the
charging process, which adds new refrigerant to the
system.
SYSTEM REPAIR
The following service and repair procedures are not
any different than typical vehicle service work.
However, A/C system components are made of soft
metals (copper, aluminum, brass, etc.). Comments
and tips that follow will make the job easier and
reduce unnecessary component replacement.
All of the service procedures described are only

performed after the system has been discharged.
Never use any lubricant or joint compound to
lubricate or seal any A/C connections.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings, components and lubricant containers. Keep
all connections, caps, and plugs clean.
N4-25
4. After flushing, blow out the system with dry

shop air for 5 to 10 minutes.
Never leave A/C components, hoses, oil, etc.

exposed to the atmosphere. Always keep sealed
or plugged until the components are to be
installed and the system is ready for evacuation
and charging. PAG oil and receiver-drier
desiccants attract moisture. Leaving system
components open to the atmosphere will allow
moisture to invade the system, resulting in
component and system failures.
5. If the expansion valve has been removed of all

foreign contamination, it may be reinstalled
back into the system. If contamination is still
present, replace the valve.
6. Install a new compressor, receiver-drier, and
accumulator.
7. Add oil to the system as outlined in Checking
System Oil.
System Flushing
COMPRESSOR PULLEY AND BELT

CHECKS
If any contaminants are found in system hoses,

components or oil, the entire system must be
flushed. Major components such as the compressor
are extremely susceptible to foreign particles and
must be replaced. If contaminated, the evaporator
and condenser must also be replaced. The
evaporator and condenser are multi-pass units, and
they can not be properly cleaned by flushing.
This procedure must be performed each time any

component in the accessory drive is serviced, such
as replacing a belt or removing the compressor. In
addition, a 250 hour inspection of the AC drive belt is
mandatory. The belts must be inspected for
indications of wear and damage that may hinder
performance. Replace as necessary and perform the
following procedure.
Pulley Alignment
Only SAE and/or Mobile Air Conditioning Society

(MACS) approved flushing methods with the
appropriate refrigerants are to be performed
when removing debris from the system. Other
methods may be harmful to the environment, as
well as air conditioning components.
1. Install alignment tool (EL8868) onto the pulleys

to check the alignment. Refer to Figure 4-15. If
misalignment of the pulleys exceeds 3 mm
(0.13 in.), the position of the compressor must
be adjusted.
1. Remove the compressor, receiver-drier,

expansion valve, and accumulator.
2. Inspect all other components such as the
condenser, evaporator, hoses and fittings. If any
of these items are damaged or highly
contaminated, replace the components.
3. Flush the remaining hoses with a flushing unit.
Use only R134a as a flushing agent.
N4-26
02/09 N04034
Belt Tension Check

NOTE: This procedure has been written for use with
belt tension tool (PC2061), shown in Figure 4-13.
Other tension tools may differ in functionality.
4. Find the approximate center of the belt between

the two pulleys. Place the tip of the tool onto the
outer face of the belt and apply pressure, as
shown in Figure 4-14. The tool must be
perpendicular to the belt. Push on the tool until
the bottom edge of the deflection scale O-ring is
even with the outer face of the adjacent drive
belt. If only one belt is used, rest a straight edge
across both pulleys to serve as the indicating
plane.
5. The O-ring on the force scale indicates the
force used to deflect the belt. The belt must
deflect 5.3 mm (0.21 in.) under a force of 1.6
0.1 kg f (3.44 0.11 lbf). If not, adjust the belt
accordingly and recheck the tension.
FIGURE 4-13. BELT TENSION TOOL - PC2061

2. Refer to Figure 4-16 for the proper distance
from the centerline of the drive pulley to the
centerline of the compressor pulley. Set the
tension tool accordingly on the "deflection"
scale by moving the deflection O-ring to the
corresponding distance on the scale.
3. Slide the O-ring for the "force" scale to zero.
FIGURE 4-14. DEFLECTION MEASUREMENT
N04034 02/09
N4-27
FIGURE 4-15. BELT ALIGNMENT TOOL

1. AC Compressor Pulley
2. Drive Pulley
3. Alignment Tool
FIGURE 4-16. BELT TENSION DIMENSIONS
N4-28
02/09 N04034
COMPONENT REPLACEMENT
Hoses and Fittings
Expansion Valve
When replacing hoses, be sure to use the same type

and ID hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage, be
sure these are in position or secured.
When removing the expansion valve from the

system, remove the insulation, clean the area and
disconnect the line from the receiver-drier. Detach
the capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the
filter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.
Lines
Always use two wrenches when disconnecting or
connecting A/C fittings attached to metal lines.
Copper and aluminum tubing can kink or break very
easily. When grommets or clamps are used to
prevent line vibration, be certain these are in place
and secure.
It is important to always torque fittings to the

proper torque. Failure to do this may result in
improper contact between mating parts and
leakage may occur. Refer to the following torque
chart for tightening specifications.
Fitting Size
Foot Pounds
Newton Meters
10 - 15 ft.lbs.
14 - 20 Nm
24 - 29 ft.lbs.
33 - 39 Nm
10
26 - 31 ft.lbs.
36 - 42 Nm
12
30 - 35 ft.lbs.
41 - 47 Nm
Installation torque for the single M10 or 3/8 in.

capscrews securing the inlet and outlet fittings onto
the compressor ports is 15 - 34 Nm (11 - 25 lb ft).
Receiver-Drier
The receiver-drier can not be serviced or repaired. It
must be replaced whenever the system is opened for
any service. The receiver-drier has a pressure switch
to control the clutch, and should be removed and
installed onto the new unit.
N04034 02/09
Thermostat
A thermostat can be stuck open or closed due to
contact point wear or fusion. The thermostat
temperature sensing element (capillary tube) may be
broken or kinked closed and therefore unable to
sense evaporator temperature.
When thermostat contact points are stuck open or
the sensing element can not sense temperature in
the evaporator, the clutch will not engage (no A/C
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat
contact or just no contact. When troubleshooting,
bypass the thermostat by hot wiring the clutch coil
with a fused lead. If the clutch engages, replace the
thermostat.
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
thermostat must be replaced. When the clutch will
not disengage you may also note that condensate
has frozen on the evaporator fins and blocked air
flow. There will also be below normal pressure on the
low side of the system. Side effects can be
compressor damage caused by oil accumulation
(refrigeration oil tends to accumulate at the coldest
spot inside the system) and lower than normal
suction pressure that can starve the compressor of
oil.
N4-29
Compressor
The compressor can fail due to shaft seal leaks (no
refrigerant in the system), defective valve plates,
bearings, or other internal parts or problems
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.
Use a mechanic's stethoscope to listen for noises
inside the compressor.
The fast way to check electrical failure in the lead

wire or clutch coil is to hot wire the coil with a fused
lead. This procedure enables you to bypass clutch
circuit control devices.
Clutch pulley bearing failure is indicated by bearing
noise when the A/C 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
enlarge the slots in the compressor mounting bracket
to achieve proper alignment.
When installing a new compressor, the

compressor must be completely drained of its oil
before installation. Add 207 ml (7 oz.) of new PAG
oil to the compressor to ensure proper system oil
level. Failure to adjust the amount of oil in the
compressor will lead to excessive system oil and
poor A/C performance.
Under no circumstances should the A/C

compressor be stood upright onto the clutch
assembly. Damage to the compressor clutch will
result, leading to premature compressor failures.
Accumulator
The accumulator can not be serviced or repaired. It
must be replaced whenever the system is opened for
any service.
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
temper. 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.
N4-30
Excessive clutch plate wear is caused by the plate

rubbing on the clutch pulley when the clutch is not
engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal
air gap between the clutch pulley and the clutch plate
is 1.02 0.043 mm (0.023 to 0.057 in.). 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.
Some compressors may be discarded because it

is suspected that internal components within the
compressor have seized. Ensure that the
compressor clutch is working properly before
discarding a compressor for internal seizure. The
normal compressor life span should be about
twice as long as the normal life span of the
compressor clutch.
It is important to note that often times a weak clutch
coil may be mistaken for a seized compressor. When
a coils resistance has increased over time and the
magnetic field weakens, the coil may not be able to
pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.
02/09 N04034
Before a compressor is dismissed as being seized, a

check for proper voltage to the coil should be
performed. In addition, the coil should be ohm
checked for proper electrical resistance. The coil
should fall within the following range:
12.0 0.37 Ohms @ 20 C (68 F)
16.1 0.62 Ohms @ 116 C (240 F)
The temperatures specified above are roughly typical
of a summer morning before first start-up and the
heat beside an engine on a hot day. At temperatures
in between those listed above, the correct resistance
is proportionate to the difference in temperature.
Servicing the Compressor Clutch

* RECOMMENDED TOOLS FOR COMPRESSOR CLUTCH REMOVAL AND INSTALLATION
J-9399
Thin Wall Socket
**J-9403
Spanner Wrench
**J-25030
Clutch Hub Holding Tool
J-9401
Clutch Plate and Hub Assembly

Remover
J-8433
Pulley Puller
J-9395
Puller Pilot
***J-24092
Puller Legs
J-8092
Universal Handle
J-9481
Pulley and Bearing Installer
J-9480-01
Drive Plate Installer
J-9480-02
Spacer, Drive Plate Installer
*Tools are available though your local Kent-Moore dealer.

** These tools are interchangeable.
***For use on multiple groove pulleys.
Use the proper tools to remove and replace

clutch components. Using the recommended
tooling helps prevent damage to compressor
components during maintenance.
Do not drive or pound on the clutch plate, hub
assembly, or shaft. Internal damage to the
compressor may result.
N04034 02/09
N4-31
1. Remove the belt guard from the front of the air

conditioning compressor.
3. Remove locknut (4) using thin wall socket (1,

Figure 4-18) or the equivalent. Use clutch hub
holding tool (2), spanner wrench (J-9403), or
the equivalent to hold clutch hub (3) while
removing the locknut. It is recommended that
the locknut be replaced after it has been
removed.
FIGURE 4-17.
1. Belt Pulley
2. Clutch Hub/Drive Plate
3. Shaft
4. Locknut
2. Remove the drive belt from compressor belt

pulley.
FIGURE 4-19.
1. Clutch Assembly
2. Clutch Plate & Hub

Assembly Remover
4. Thread clutch plate and hub assembly remover

(2, Figure 4-19) into the hub of clutch assembly
(1). Hold the body of the remover with a wrench
and tighten the center screw to pull the clutch
plate and hub assembly from the compressor.
FIGURE 4-18.
1. Thin Wall Socket
2. Clutch Hub Holding Tool
3. Clutch Hub
FIGURE 4-20.
1. Square Key
N4-32
2. Keyway in Shaft
02/09 N04034
5. Remove square key (1, Figure 4-20) from the

keyways.
Pulley Removal
FIGURE 4-22.
1. Pulley Assembly
2. Pulley Retainer Ring
FIGURE 4-21.
1. Clutch Hub
2. Pulley
3. Retaining Ring Pliers
7. Use retaining ring pliers (3, Figure 4-22) to

remove pulley retainer ring (2) from pulley (1).
6. Inspect the friction surface on the clutch hub

and the friction surface on the pulley. Scoring on
the friction surfaces is normal. DO NOT replace
these components for this condition only.
8. Pry the absorbent sleeve retainer from the neck

of the compressor, and remove the sleeve.
Inspect the steel friction surface on the clutch

and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of
excessive heat are evident, it may be necessary
to replace the compressor. Excessive heat may
cause leakage in the seals and damage to
internal components as well as external
components.
1. Pulley Puller
2. Pulley Assembly
N04034 02/09
FIGURE 4-23.
3. Puller Pilot
N4-33
9. Install pulley puller (1, Figure 4-23) and puller

pilot (3) onto the compressor, as shown. If a
multiple groove pulley is used, install puller legs
(J-24092) onto the puller in place of the
standard legs. Extend the puller legs to the
back side of the pulley. DO NOT use the belt
grooves to pull the pulley from the compressor.
Pulley Installation
10. Tighten the center screw on the puller against

the shaft of the compressor to remove the
pulley.
11. Clean the pulley and pulley bearing with solvent.
Inspect the assembly for damage. Check the
bearing for brinneling, excessive looseness,
noise, and lubricant leakage. Replace the
assembly if any of these warning signs are
evident.
Clutch Coil Check

12. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows:
12 0.37 ohms @ 20 C (68 F)
16.1 0.62 ohms @ 115 C (239 F)
If the resistance of the coil is not within the
specifications, the clutch will not operate properly.
Remove the retaining ring and replace the coil.
FIGURE 4-24.
1. Bearing Installer
2. Universal Handle
1. Place the pulley assembly into position on the

compressor. Use bearing installer (1, Figure 424), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the
compressor until it seats. Use of the installer or
the equivalent ensures that the force driving the
bearing into position acts on the inner race of
the bearing. Applying force to the outer race of
the bearing will result in bearing damage.
2. Ensure the pulley rotates freely. If the pulley
does not rotate freely, remove the pulley and
check for damaged components. Replace any
damaged components and reinstall the pulley.
3. Install the pulley retainer ring and ensure that
the ring is properly seated.
4. Install the absorbent sleeve into the neck of the
compressor. Install the sleeve retainer.
N4-34
02/09 N04034
Clutch Assembly Installation

1. Insert square key (1, Figure 4-20) into the
keyway in the clutch hub. Allow the key to
protrude about 4.5 mm (0.18 in.) from the outer
edge of the hub. Use petroleum jelly to hold the
key in place.
4. Press the clutch onto the compressor using

installer (1). Continue to press the clutch plate
until a 2 mm (0.079 in.) gap remains between
the clutch friction surface and the pulley friction
surface. Refer to Figure 4-26.
NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
FIGURE 4-25.
1. Drive Plate Installer
FIGURE 4-26. CLUTCH GAP
2. Spacer
2. Place the clutch assembly into position on the

compressor. Align the square key with the
keyway on the shaft.
3. Thread drive plate installer (1, Figure 4-25) onto
the shaft of the compressor. Spacer (2) should
be in place under the hex nut on the tool.
5. Install locknut (4, Figure 4-17) and tighten the

nut until it seats. The gap should now measure
1.02 0.043 mm (0.040 0.017 in.). If the gap
is not within the specification, check for proper
installation of the square key.
6. Install the drive belt onto the compressor.
Ensure that the proper tension on the belt is
attained. Refer to the belt tension chart in the
appropriate engine manual for the proper
specifications.
7. After assembly is complete, burnish the mating
parts of the clutch by operating the air
conditioning system at maximum load
conditions with the engine at high idle. Turn the
air conditioning control ON and OFF at least 15
times for one second intervals.
8. Install the belt guard if no further servicing is
required.
N04034 02/09
N4-35
EVACUATING THE SYSTEM

Evacuating the complete air conditioning system is
required for all new system installations, when
repairs are made on systems requiring a component
replacement (system opened), or when a major loss
of refrigerant has occurred. All these conditions will
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the
system. Once properly evacuated, the system can be
recharged again.
Using a pump to create a vacuum in the air
conditioning system effectively vaporizes any
moisture, allowing the water vapor to be easily drawn
out by the pump. The pump does this by reducing the
point at which water boils (100C, 212F at sea level
with 14.7 psi). In a vacuum, water will boil at a lower
temperature depending upon how much of a vacuum
is created.
As an example, if the ambient air outside the truck is
24C (75F) at sea level, by creating a vacuum in the
system so that the pressure is below that of the
outside air (in this case, at least 749.3 mm (29.5 in.)
of vacuum is needed), the boiling point of water will
be lowered to 22C (72F). Thus any moisture in the
system will vaporize and be drawn out by the pump if
the pump is run for approximately an hour. The
following steps indicate the proper procedure for
evacuating all moisture from the heavy duty air
conditioning systems.
Do not attempt to use the air conditioning

compressor as a vacuum pump or the
compressor will be damaged.
FIGURE 4-27. VACUUM PUMP HOOKUP

NOTE: Refer to Table 2 for optimal vacuum
specifications at various altitudes.
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 4-27. Then open both
hand valves to maximum.
2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge
outlet. Turn on the pump and watch the low side
gauge. The pump should pull the system into a
vacuum. If not, the system has a leak. Find the
source of the leak, repair, and attempt to
evacuate the system again.
3. Allow the vacuum pump to run for at least 45
minutes.
N4-36
02/09 N04034
4. Shut off the vacuum pump and observe the

gauges. The system should hold the vacuum
within 5 cm Hg (2 in. Hg) of the optimal vacuum
for five minutes. If the vacuum does not hold,
moisture may still be present in the system.
Repeat the previous step. If the vacuum still
does not hold, a leak may be present in the
system. Find the source of the leak, repair, and
evacuate the system again.
NOTE: In some cases, 45 minutes of evacuation may
not be sufficient to vaporize all of the moisture and
draw it out of the system. If it has been verified that
no system leaks exist and gauge readings increase
after 45 minutes, extend the evacuation time to
ensure total moisture removal.
TABLE 2. ALTITUDE VACUUM VARIATIONS
Altitude Above Sea
Level
Optimal Vacuum
0m
(0 ft)
76.0 cm Hg.
(29.92 in. Hg.)
305 m
(1000 ft)
73.5 cm Hg.
(28.92 in. Hg.)
610 m
(2000 ft)
70.7 cm Hg.
(27.82 in. Hg.)
914 m
(3000 ft)
68.1 cm Hg.
(26.82 in. Hg.)
1219 m
(4000 ft)
65.6 cm Hg.
(25.82 in. Hg.)
1524 m
(5000 ft)
63.3 cm Hg.
(24.92) in. Hg.
1829 m
(6000 ft)
60.8 cm Hg.
(23.92 in. Hg.)
2134 m
(7000 ft)
58.5 cm Hg.
(23.02 in. Hg.)
2438 m
(8000 ft)
56.4 cm Hg.
(22.22 in. Hg.)
2743 m
(9000 ft)
54.2 cm Hg.
(21.32 In. Hg.)
CHARGING THE A/C SYSTEM

The proper method for charging refrigerant into a R134a system is to first, recover all of the refrigerant
from the system. The charging refrigerant should
then be weighed on a scale to ensure the proper
amount is charged into the system. Most recovery
units include a scale within the apparatus, thus
making it very easy to charge the correct amount
every time. If equipment such as this is not available,
a common scale can be used to determine the
weight of charge. Simply weigh the charging tank,
subtract the weight of the proper charge, and charge
the system until the difference is shown on the scale.
On certain types of equipment, it is also possible to
add any necessary lubricant when charging the
system.
If a scale is not used when charging R-134a into a
system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.
NOTE: Charging is to be performed with the engine
and compressor operating. Charge the A/C system
through the low side service port. Trucks equipped
with accumulators may charge the refrigerant as a
liquid or as a vapor.
1. Charge the A/C system with 3.4 kg (7.4 lbs) of
R-134a refrigerant.
2. Check the system for leaks. Refer to System
Leak Testing.
3. If no leaks are found, verify the systems cooling
capacity meets requirements. Refer to System
Performance Testing.
NOTE: The chart indicates the expected gauge readings

at altitude to obtain the optimal vacuum.
N04034 02/09
N4-37
TROUBLESHOOTING
Preliminary Checks
If the system indicates insufficient cooling, or no
cooling, the following points should be checked
before proceeding with the system diagnosis
procedures.
NOTE: If equipped, ensure that the rest switch in the
cab is ON. Place the GF cutout switch in the
CUTOUT position.
Some simple, but effective checks can be performed
to help determine the cause of poor system
performance. Check the following to ensure proper
system operation.
Compressor belt - Must be tight, and aligned.
Compressor clutch - The clutch must engage. If it
does not, check fuses, wiring, and switches.
Oil leaks - Inspect all connection or components
for refrigeration oil leaks (especially in the area of
the compressor shaft). A leak indicates a
refrigerant leak.
Electrical check - Check all wires and
connections for possible open circuits or shorts.
Check all system fuses.
Cooling system - Check for correct cooling
system operation. Inspect the radiator hoses,
heater hoses, clamps, belts, water pump,
thermostat and radiator for condition or proper
operation.
Radiator shutters - Inspect for correct operation
and controls, if equipped.
Fan and shroud - Check for proper operation of
fan clutch. Check installation of fan and shroud.
Cab filters - Ensure the outside air filter and

inside recirculation filter are clean and free of
restriction.
Condenser - Check the condenser for debris and
clogging. Air must be able to flow freely through
the condenser.
Evaporator - Check the evaporator for debris and
clogging. Air must be able to flow freely through
the condenser.
Diagnosis Of Gauge Readings And System

Performance
Successfully servicing an air conditioning system,
beyond the basic procedures outlined in the previous
section, requires additional knowledge of system
testing and diagnosis.
A good working knowledge of the manifold gauge set
is required to correctly test and diagnose an air
conditioning 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.
The following Troubleshooting Chart lists typical
malfunctions encountered in air conditioning
systems. Indications and or problems may differ from
one system to the next. Read all applicable
situations, service procedures, and explanations to
gain a full understanding of the system malfunction.
Refer to information listed under Suggested
Corrective Action for service procedures.
Heater/water valve - Check for malfunction or

leaking. With the heat switch set to COLD, the
heater hoses should be cool.
System ducts and doors - Check the ducts and
doors for proper function.
Refrigerant charge - Make sure system is
properly charged with the correct amount of
refrigerant.
N4-38
02/09 N04034
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS
PROBLEM: Insufficient Cooling

Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.
Possible Causes
Suggested Corrective Actions
- Low refrigerant charge, causing pressures to be

slightly lower than normal.
Check for leaks by performing leak test.

If No Leaks Are Found:
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
If Leaks Are Found:
After locating the source of the leak, recover the
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check A/C operation and performance test the system.
PROBLEM: Little or No Cooling

Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.
Possible Causes
- Pressure sensing switch may have compressor

clutch disengaged.
- Refrigerant excessively low; leak in system.
N04034 02/09
Add refrigerant (make sure system has at least

50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable
the compressor to operate, if the compressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
A/C operation and do system performance test.
N4-39
PROBLEM: Extremely Low Refrigerant Charge in the System

Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.
Possible Causes
- Extremely low or no refrigerant in the system.
Possible leak in the system.

Check for leaks by performing leak test.
No Leaks Found:
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
A/C operation and performance.
Leaks Found:
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable the compressor to operate, if the compressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
PROBLEM: Air and/or Moisture in the System

Indications:
Low side pressure - Normal
High side pressure - Normal
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
gauge will not fluctuate.)
Possible Causes
Leaks in the system.
N4-40

Test for leaks, especially around the compressor shaft
seal area. When the leak is found, recover refrigerant
from the system and repair the leak. Replace the
receiver-drier or accumulator because the desiccant
may be saturated with moisture. Check the compressor
and replace any refrigerant oil lost due to leakage.
Evacuate and recharge the system with refrigerant
using a scale. Check A/C operation and performance.
02/09 N04034
PROBLEM: Air and/or Moisture in the System

Indications:
Low side pressure - HIGH
High side pressure - HIGH
Possible Causes
- Leaks in system.
Test for leaks, especially around the compressor

shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Replace the receiver-drier. Check the compressor
and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check A/C operation and performance.
PROBLEM: Expansion Valve Stuck or Plugged

Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Expansion valve body is frosted or sweaty.
Possible Causes
An expansion valve malfunction could mean

the valve is stuck in the closed position, the filter
screen is clogged (block expansion valves do not
have filter screens), moisture in the system has
frozen at the expansion valve orifice, or the
sensing bulb is not operating. If the sensing bulb
is accessible, perform the following test. If not,
proceed to the Repair Procedure.
Test: Warm diaphragm and valve body with your

hand, or very carefully with a heat gun. Activate
the system and watch to see if the low pressure
gauge rises. Next, carefully spray a little nitrogen,
or any substance below 32 F, on the capillary coil
(bulb) or valve diaphragm. The low side gauge
needle should drop and read at a lower (suction)
pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve
screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low pressure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.
N04034 02/09
N4-41
PROBLEM: Expansion Valve Stuck Open

Indications:
Air from vents in the cab seems warm
or only slightly cool.
Possible Causes
The expansion valve is stuck open and/or the
capillary tube (bulb) is not making proper contact
with the evaporator outlet tube. Liquid refrigerant
may be flooding the evaporator making it impossible for the refrigerant to vaporize and absorb
heat normally. In vehicles where the expansion
valve sensing bulb is accessible, check the
capillary tube for proper mounting and contact
with the evaporator outlet tube. Then perform the
following test if the valve is accessible. If it is not,
proceed to the Repair Procedure.

Test: Operate the A/C system on it's coldest
setting for a few minutes. Carefully spray
nitrogen or another cold substance on the capillary tube coil (bulb) or head of the valve. The low
pressure (suction) side gauge needle should now
drop on the gauge. This indicates the valve has
closed and is not stuck open. Repeat the test,
but first warm the valve diaphragm by warming
with hands. If the low side gauge shows a drop
again, the valve is not stuck. Clean the surfaces of
the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check performance.
Repair Procedure: If the test did not result in
proper operation of the expansion valve, the valve
is defective and must be replaced. Recover all
refrigerant from the system and replace the expansion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check A/C operation and performance.
PROBLEM: High Pressure Side Restriction

Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Look for sweat or frost on high side hoses
and tubing. The line will be cool to the touch
near the restriction.
Possible Causes
Kink in a line, collapsed hose liners, plugged
receiver-drier or condenser, etc.
N4-42
Repair Procedure: After you locate the defective

component containing the restriction, recover all
of the refrigerant. Replace the defective component and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check A/C
operation and performance.
02/09 N04034
PROBLEM: Compressor Malfunction

Indications:
High side pressure - LOW
Compressor operates noisily.
Possible Causes
- Defective reed valves or other internal

components.
Repair Procedure: If the belt is worn or loose,

replace or tighten it and recheck system performance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale.
Check system operation and performance.
PROBLEM: Thermostatic Switch Malfunction

Indications:
Low side pressure - Normal
Low side pressure may cycle within a smaller
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.
Possible Causes
- Thermostat malfunctioning possibly due to

incorrect installation.
Replace the thermostatic switch. When removing

the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or
close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads
N04034 02/09
N4-43
PROBLEM: Condenser Malfunction or System Overcharge

Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.
Possible Causes
- Lack of air flow through the condenser fins
N4-44
Repair Procedure: Check the engine cooling

system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
condenser for dirt, bugs, or other debris, and
clean if necessary. Be sure the condenser
is securely mounted and there is adequate
clearance (about 38 mm) between it and
the radiator. Check the radiator pressure cap and
cooling system, including the fan, fan clutch, drive
belts and radiator shutter assembly. Replace any
defective parts and then recheck A/C system
operation, gauge readings, and performance.
If the problem continues, the system may be overcharged. Recover the system refrigerant. Use a
scale to recharge the system using the correct
amount. Recheck A/C system operation, gauge
readings and performance. If the gauge readings
do not change, all of the refrigerant should be
recovered and the system flushed. The condenser
may be partially blocked -replace condenser. The
receiver-drier must also be replaced. Evacuate the
system, recharge, and check operation and
performance.
02/09 N04034
PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM

Truck Serial Number_________________________
Last Maintenance Check:_____________________
Site Unit Number____________________________
Name of Service Technician________________
Date:____________Hour Meter:________________
Maintenance Interval
COMPONENT
NOTE: Compressor should be run at least 5 minutes

(40F minimum ambient temperature) every month,
in order to circulate oil and lubricate components.
(months)
3
12
Maintenance Interval
Done
COMPONENT
1. Compressor
Check noise level
Check clutch pulley
Check oil level
Run system 5 minutes
Check belt tension
(80-100) lbs; V-belt
3
5. Expansion Valve
Check mounting bracket

(tighten bolts)
Check solder joints on inlet/

outlet tubes (leakage)
Check clutch alignment w/

crankshaft pulley (within
0.06 in.)
Inspect condensation drain
2. Condenser
Clean dirt, bugs, leaves, etc.
from coils (w/compressed air)
Verify engine fan clutch is
engaging (if installed)
Check inlet/outlet for
obstructions or damage
3. Receiver-Drier
12
Done
6. Evaporator
Clean dirt, bugs, leaves, etc.
from fins (w/ compressed air)
Verify clutch is engaging
Inspect capillary tube (if

used) for leakage, damage,
looseness
Inspect shaft seal for leakage
Perform manifold gauge

check
(months)
7. Other Components
Check discharge lines
(hot to touch)
Check suction lines
(cold to touch)
Inspect fittings/clamps/hoses
Check thermostatic switch for
proper operation
Outlets in cab: 40F to 50 F
Inspect all wiring connections
Operate all manual controls
through full functions
Check inlet line from

condenser (should be hot to
touch)
Replace, if system is opened
4. Accumulator
Check the inlet line from the
evaporator. It should be cool
to cold.
Replace the accumulator
each time the system is
opened.
N04034 02/09
N4-45
NOTES
N4-46
02/09 N04034
SECTION N5
OPERATOR CAB AND CONTROLS
INDEX
OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3

STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
ARSC Set Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Telescoping/Tilt Wheel Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Multi-Function Turn Signal Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
RETARDER CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
STEERING WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
SERVICE BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
HEATER / AIR CONDITIONER CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
RETARDING CAPACITY CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
RADIO SPEAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
AIR CLEANER VACUUM GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
WARNING ALARM BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
AM/FM RADIO / CD PLAYER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Transmission Shift Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Parking Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
LH Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
RH Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Auxiliary Power Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
INSTRUMENT PANEL AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
UPPER RH SWITCH PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
F1 Start Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Hazard Warning Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
LOWER RH SWITCH PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Key Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Ether Starting Aid Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
ASR Cut Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
ARSC Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Automatic Idle Selector Switch (AISS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
N05077 06/10
Operator Controls & Equipment
N5-1
Auxiliary Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15

UPPER LH SWITCH PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Automatic Lubrication System Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
LOWER LH SWITCH PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Head Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
BackUp/Deck Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Fog Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Mode Select Switches 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Panel Light Dimmer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
ELECTRONIC DISPLAY PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
PILOT DISPLAY ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
METER DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
CAUTION ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
EMERGENCY STOP ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26
CHARACTER DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
REAR ELECTRICAL COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-30
AUTOMATIC RETARD SPEED CONTROL (ARSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-33
AUTOMATIC SPIN REGULATOR (ASR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-36
N5-2
06/10 N05077
OPERATOR CAB AND CONTROLS
FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW

1. Steering Wheel
3. Service Brake Pedal
4. Accelerator Pedal
5. Instrument Panel
6. Heater/Air Conditioner Controls
N05077 06/10
7. Heater/Air Conditioner Vents

8. Retarding Capacity Chart
9. Radio Speakers
10. Air Cleaner Vacuum Gauges
11. Warning Alarm Buzzer
12. Radio
N5-3
STEERING WHEEL AND CONTROLS

Steering wheel (1, Figure 5-2) will telescope "in" and
"out" and adjust at a tilt angle to provide a comfortable wheel position for most operators.
Horn Button
Horn (2) is actuated by pushing the button in the center of the steering wheel. Verify the operation of the
horn before moving the truck. Observe all local safety
rules regarding the use of the horn as a warning signal device before starting the engine and moving the
vehicle.
ARSC Set Lever

Automatic Retard Speed Control (ARSC) set lever
(3) is used to set, cancel, or make fine adjustments to
the ARSC set speed.
(a) press this button to set
(b) increase speed (tap up)
(c) decrease speed (tap down)
(d) cancel
Refer to ARSC later in this
section for more information.
FIGURE 5-2. STEERING WHEEL AND CONTROLS

1. Steering Wheel
2. Horn
3. ARSC Lever
4. Telescope/Tilt Wheel
Lever
5. Multi-Function Turn
Signal Lever
6. Retarder Control
Lever
Multi-Function Turn Signal Lever
Telescoping/Tilt Wheel Lever

Adjust the tilt angle of the steering wheel by pulling
tilt adjustment lever (4) toward the steering wheel
and moving the wheel to the desired angle. Releasing the lever will lock the wheel in the desired location. Push the lever towards the front of the truck to
telescope the column in and out. Release the lever to
lock the column adjustment.
Multi-function turn signal switch (5) is used to activate the turn signal lights, the windshield wipers, and
to select either high or low beam headlights.
Turn Signal Operation
Move the lever upward to signal a right turn.
An indicator in the top, center
of the instrument panel will illuminate to indicate turn direction
selected. Refer to Instrument
Panel and Indicator Lights in
this section.
N5-4
06/10 N05077
RETARDER CONTROL LEVER

Move the lever downward to
signal a left turn.
Retarder control lever (6, Figure 5-2) is mounted on

the right side of the steering column. It can be used
to modulate the full range of retarding/braking effort
being applied to both the front and rear oil disc
brakes. Any application of the retarder lever will
cause an indicator light to illuminate in the center
instrument panel Refer to Instrument Panel And Indicators later in this chapter.
NOTE: The turn signal does

not automatically cancel after
the turn has been completed.
The turn signal lever must be
manually returned to the neutral position.
a. When the lever is rotated to the full "up"

(counterclockwise) position, it is in the OFF/
NO RETARD position.
High Beam Headlight Operation

Pulling the lever inward
(toward the rear of the cab)
changes the headlights to
high beam. When the high
beams are selected, the indicator in the top center of the
instrument panel will illuminate. Moving the switch back
to the original position will
return the headlights to low
beam.
b. When the lever is rotated "downward" (clockwise), it is in the ON/RETARD position. The
ON position encompasses a full range of
motion that allows a variable retarding effort
depending on the position of the lever. As the
lever is rotated further clockwise, more
retarding effort will be applied.
c. For long downhill hauls, the lever may be
positioned anywhere to provide the desired
retarding effort. The lever will remain where it
is positioned until moved. Refer to Retarder
Operation in the previous section for cautions when using the retarder on a downhill
grade.
Windshield Wiper Operation

Windshield Wipers OFF
Intermittent - Long Delay
Intermittent -Medium Delay
When retarding is completed, and acceleration is

resumed, return the lever to the full "up" (OFF/NO
RETARD) position, to prevent rapid wear to brake
discs and/or overheating of the brake cooling
system.
Intermittent -Short Delay

Low Speed
High Speed
Depressing the button at the end of the
lever will activate the windshield washer.
NOTE: The wipers will not come on automatically
when activating the washer. This must be done
manually.
N05077 06/10
The retarder lever and foot-operated service brake

pedal can be used simultaneously or independently.
The Retard Control Module (RCM) will determine
which device is requesting the most retarding/braking
effort and apply that amount.
N5-5
STEERING WHEEL
2. Install nut (2). Tighten the nut to 81 7 Nm (60
5 ft lb).
Removal
1. Turn off the battery disconnect switch to remove
battery power from the horn circuit.
2. Use a pocket screwdriver to pry horn button (4,
Figure 5-3) from steering wheel (1).
3. Connect horn wire (3) to horn button (4).

4. Install the horn button onto the steering wheel.
Turn on the battery disconnect switch and verify
that the horn functions properly.
3. Disconnect horn wire (3) and set the horn button aside.
4. Remove nut (2).
SERVICE BRAKE PEDAL
5. Use a marker to make alignment marks on the

steering wheel and the shaft.
Service brake pedal (3, Figure 5-1) is a single function, foot-operated pedal which controls and modulates service brake pressure directly through a
hydraulic valve.
6. Pull the steering wheel from the column. If the

steering wheel will not slide off the shaft it may
be necessary to install a puller into the tapped
holes (5/16" - 24NF) in the steering wheel.
When the pedal is depressed, the service brakes are

actuated through a hydraulic valve, which modulates
pressure to the service brakes. Completely depressing the pedal causes full application of both the front
and rear oil disc service brakes.
Refer to retarding capacity chart (8, Figure 5-1) to
determine maximum safe truck speeds for descending various grades with a loaded truck.
ACCELERATOR PEDAL
Accelerator pedal (4, Figure 5-1) is a foot-operated
pedal which allows the operator to control engine
rpm, depending on pedal depression.
FIGURE 5-3. STEERING WHEEL RETAINER NUT

1. Steering Wheel
2. Nut
3. Horn Wire
4. Horn Button
The foot-operated treadle pedal contains an electronic sensor which sends signals to the Quantum
fuel control system. The movement of the fuel governor control arm corresponds directly to the travel of
the treadle pedal as it is applied by the operator.
When the pedal is released, springs return the control arm and the pedal to their rest positions and the
engine speed returns to low idle.
Installation
1. Place steering wheel (1, Figure 5-3) into position on the steering column shaft while guiding
horn wire (3) through the access hole in the
steering wheel. Align the marks on the steering
wheel and the shaft that were made during disassembly. Align the serrations and push the
steering wheel onto the shaft.
N5-6
INSTRUMENT PANEL
Instrument panel (5, Figure 5-1) includes a center
electronic display panel, and LH & RH switch panels
that contain a variety of switches.
Refer to Instrument Panel And Indicators later in this
section for a detailed description of the function and
location of each of these components.
06/10 N05077
HEATER / AIR CONDITIONER CONTROLS
AIR CLEANER VACUUM GAUGES
The heater/air conditioner compartment contains

heater/air conditioner controls and some of the
heater/air conditioner components, such as the
blower motor assembly and the heater coil. Optimum
cab air climate can be selected by using the following
controls in various combinations. Refer to Section N4
for more information on the heater and air conditioner.
Air cleaner vacuum gauges (10, Figure 5-1) provide

a continuous reading of maximum air cleaner restriction reached during operation. The air cleaner(s)
should be serviced when the gauge(s) reaches 25
inches of H2O vacuum.
NOTE: After service, push the reset pin on the face
of the gauge to allow the gauge to return to zero.
RETARDING CAPACITY CHART
WARNING ALARM BUZZER
Retarding capacity chart (8, Figure 5-1) provides the

recommended maximum truck speeds for descending various grades with a fully loaded truck.
Warning alarm buzzer (11, Figure 5-1) will sound

when activated by any one of several truck functions.
Refer to Instrument Panel And Indicators for a
detailed description of functions and indicators that
will activate this alarm.
Reference the retarding capacity chart before

descending any grade with a loaded truck. Proper
selection of road grade, truck speed, transmission
gear range, and use of the retarder lever and/or
brake pedal are required to maintain a safe speed.
Customer specified options may cause this decal to
change. Refer to the retarding capacity chart in the
operator's cab, and follow the recommendations
there for safe truck operation.
AM/FM RADIO / CD PLAYER

Radio (12, Figure 5-1) is an AM/FM radio with compact disc and MP3 capabilities.
Refer to Section 70, Cab Radio, in the operation and
maintenance manual for a more complete description
of the radio and its functions. Individual customers
may use this area for other purposes, such as a twoway communications radio.
DO NOT exceed these recommended maximum

speeds when descending grades with a loaded
truck.
Refer to Operating Instructions, Retarder Operation,
for more information on using the retarder function.
An automatic retard function is available on this
truck. For more information refer to Automatic Retard
Speed Control later in this chapter.
RADIO SPEAKERS
Radio speakers (9, Figure 5-1) for the AM/FM stereo
radio are located at the far left and right of the overhead panel.
N05077 06/10
N5-7
CENTER CONSOLE
Center console (1, Figure 5-4) located to the right of
the operator seat, is a housing which provides a
mounting surface for certain operator controls. The
passenger seat is located directly to the right of the
console.
FIGURE 5-4. CENTER CONSOLE

1. Center Console
2. LH Window Control Switch
4. Transmission Shift Lever
N5-8
5. Auxiliary Power Outlets

7. RH Window Control Switch
06/10 N05077
Hoist Control Lever

Hoist control lever (3, Figure 5-4) is a four-function,
three-position, hand-operated lever located between
the operator seat and the center console.
Refer to Operating Instructions - Dumping, for more
complete details concerning this control.
Transmission Shift Lever

Transmission shift lever (4, Figure 5-4) is mounted to
the right of the operator's seat.
The transmission shift lever has nine positions (R, N,
D, 6, 5, 4, 3, 2 and L). When moving the shift lever
from N to R, or from D to 6, press the lock button on
the end of the handle to release the lever and allow a
gear change.
R - REVERSE position - is used to move the truck
backwards. Bring the truck to a complete stop before
shifting from DRIVE to REVERSE or vice-versa. The
Reverse warning horn is activated when the
REVERSE position is selected.
N - NEUTRAL position - is used when starting the
engine, during loading and parking the truck with the
engine on. The truck cannot be started unless the
shift lever is in the N - NEUTRAL position.
D - DRIVE position (F1-F7) - When starting from a
stationary position, the transmission will shift automatically into second gear. As the truck ground
speed increases, the transmission will automatically
upshift through each gear to seventh gear operation.
As the truck ground speed slows down, the transmission will automatically downshift to the correct gear
(including F1) for grade/load/engine conditions.
When conditions permit, select position D for normal
operation.
N05077 06/10
6, 5, 4, 3, 2 positions - Road and load conditions

sometimes make it desirable to limit the automatic
up-shifting to a lower range. These positions provide
more effective retarding on grades. When the shift
lever is placed in any one of these positions, the
transmission starts in F1, and will not shift above the
highest gear range selected. As the truck ground
speed slows down, the transmission will automatically downshift to the correct gear (including F1) for
grade/load/engine conditions. When conditions permit, select position D for normal operation.
L - LOW position - Use this range position when
maneuvering in tight spaces and when pulling
through mud or deep snow. Use this range position
also when driving up and down steep grades where
maximum driving power or maximum retarding is
required. When the shift lever is placed in L, the
transmission starts in F1, and will only upshift to F2.
When conditions permit, select position D for normal
operation.
DO NOT move the shift lever to the N position

while the truck is in motion. If the selector is
shifted to N while in motion or while descending
a hill the following may occur:
Steering may be more difficult.
A lack of cooling oil may cause the braking
system to overheat and fail.
Damage to the transmission may occur.
The engine cannot provide braking when the
transmission is not in gear.
N5-9
Parking Brake Switch
LH Window Control Switch
When parking brake switch (6,

Figure 5-4) is in the ON position,
the parking brake is applied.
When this switch is in the OFF
position, the parking brake is
released.
The parking brake is spring applied and hydraulically
released. It will hold a stationary truck when the
engine is stopped and the key switch is in the OFF
position.
DO NOT apply the parking brake while the truck

is in motion. Damage to parking brake components will occur.
When the key switch is ON and the parking brake is
applied, an indicator light in the center dash panel
will illuminate. Refer to Instrument Panel And Indicators later in this chapter.
N5-10
LH window control switch (2,

Figure 5-4) is spring-loaded to the
center, OFF, position. Pushing the
front of the switch lowers the left side
cab window. Pushing the rear of the
switch raises the window.
RH Window Control Switch
RH window control switch (7,
Figure 5-4) is spring-loaded to the
center, OFF position. Pushing the
front of the switch lowers the right
side cab window. Pushing the rear of
the switch raises the window.
Auxiliary Power Outlets

Auxiliary power outlets (5, Figure 5-4) can be used to
power accessory items. The outlets supply 12VDC.
06/10 N05077
INSTRUMENT PANEL AND

INDICATORS
FIGURE 5-5. INSTRUMENT PANEL

1. Upper LH Switch Panel
2. Center Electronic Display Panel (EDP)
3. Upper RH Switch Panel
4. Lower LH Switch Panel

5. Key Switch
6. Lower RH Switch Panel
The instrument panel consists of upper and lower RH

& LH switch panels, and a center display panel with
digital character display.
The center Electronic Display Panel (EDP) is
equipped with a microcomputer to process and display the signals from the sensors. The display is a
liquid crystal display.
The following pages will identify each element of the
instrument panel and detail its function and purpose.
N05077 06/10
N5-11
UPPER RH SWITCH PANEL
Use the brake lock function only while at the

shovel or dump. The brake lock is to be used to
hold the truck stationary.
Do not use this switch to stop the truck. Use of
this switch applies the rear brakes at full, unmodulated pressure!
FIGURE 5-6. UPPER RH SWITCH PANEL
1. Brake Lock
2. F1 Start Switch
Do not use the brake lock in place of the parking

brake. With the engine off, hydraulic pressure will
depressurize, allowing the brakes to release!
3. Hazard Flasher
Switch
NOTE: If the truck is not equipped with the brake

lock option, slot (1) will contain a plug.
The upper RH switch panel, located to the right of the

steering wheel, contains the following:
Brake Lock Switch

Moving brake lock switch (1,
Figure 5-6) to the ON position,
applies the brake lock.
When this switch is in the OFF
position, the brake lock is released.
The brake lock can only be used
with the engine on. It is used for dumping and loading, only. The brake lock switch actuates the hydraulic brake system which locks the rear wheel service
brakes.
F1 Start Switch
F1 start switch (2, Figure 5-6) is
used to ensure that the transmission starts in F1 when the transmission shift lever is in D. When
this switch is ON and the transmission shift lever is in the D position,
the transmission will shift to F1 to
start. When this switch is OFF and the shift lever is in
D, the transmission will start in second gear. Refer to
Transmission Shift Lever, D - DRIVE. All other forward gear ranges (L, F2, F3, F4, F5, F6) start out in
F1 regardless of the F1 start switch position.
Depressing the bottom of the switch moves the
switch to the ON position. Depressing the top moves
the switch to the OFF position.
Hazard Warning Lights Switch

Hazard warning light switch (3,
Figure 5-6) causes all turn signal
lights to flash, simultaneously.
When approaching a shovel or dump area, select an

area with a level surface. When the truck is completely stopped and in loading position, apply the
brake lock by moving the rocker switch to ON (up).
To release, press the rocker switch to OFF (down).
The rocker switch is an ON/OFF

type. Depressing the bottom
moves the switch to the ON position. Depressing the top of the
switch moves the switch to the
OFF position.
Use the hazard lights as a warning to alert other truck
operators that a problem exists.
N5-12
06/10 N05077
LOWER RH SWITCH PANEL
FIGURE 5-7. LOWER RH SWITCH PANEL

1. Key Switch
2. Ether Starting Aid Switch (Optional)
3. ASR Cut Switch
The lower RH switch panel, located to the right of the

Key Switch
Key switch (1, Figure 5-7) is a four position (ACC,
OFF, RUN, START) switch.
OFF - Key insertion/withdrawal
position
When the key slot is in the vertical position, the electrical system is off and no electrical
devices are energized.
Use this key position to stop the
engine when it is operating.
ACC- When the key is rotated counterclockwise
from the OFF position, it is in the accessory
(ACC) position. This position is used to power
certain accessories such as the radio when
there is no intention of starting the engine.
N05077 06/10
4. ARSC Switch
5. AISS Switch
START - With the transmission

selector lever in the NEUTRAL
position, rotate the key switch
fully clockwise to the START
position, and hold this position
until the engine starts (see
NOTE below). The START position is spring loaded to return to
RUN when the key is released.
NOTE: The engine start circuit is equipped with a
engine prelube system. A noticeable time delay will
occur (while engine lube oil passages are being
filled) before starter engagement and engine
cranking will begin. The colder the engine oil
temperature, the longer the time delay will be. In
addition, if the truck is also equipped with an engine
starting aid for cold weather starting, the engine
prelube system should be engaged first for 5-10
seconds, or until the starter is engaged, before
activating the engine starting aid.
N5-13
ASR Cut Switch

ASR (Automatic Spin Regulator)
cut switch (3, Figure 5-7) is used
to activate or de-activate the traction control system.
Starting fluid is extremely volatile and flammable!

Use with extreme care.
If the truck is equipped with an engine starting aid for
cold weather starting, and ambient temperature is
below -5C (23F), push the engine starting aid
switch in for three seconds, then release. Turn the
key switch to the START position. If the engine does
not start, wait at least 15 seconds before repeating.
Do not crank an electric cranking motor for more

than 30 seconds. Allow two minutes for the
cranking motor to cool before attempting to start
the engine again. Severe damage to the cranking
motor may result from overheating.
The rocker switch is an ON/OFF

type switch. Depressing the bottom turns the ASR
system on. A green light will illuminate the switch to
notify the operator that ASR is active. Depressing the
top of the switch turns the ASR system off. An amber
light will illuminate the switch notifying the operator
that traction control is inactive.
When ASR is active, the system monitors individual
wheel speeds. If it determines one of the rear wheels
is slipping during acceleration, the brake is applied to
the rear wheel with the higher speed. Refer to Automatic Spin Regulator later in this chapter for more
information on using this function.
ARSC Switch
Ether Starting Aid Switch
Ether starting aid switch (2,
Figure 5-7) is an ON/OFF type
rocker switch that is spring-loaded
to the OFF position. This switch is
optional equipment.
When the outside temperature is
below
-5C (23F), depress
the top of this switch and hold for 2-3 seconds before
starting the engine. The cold starting aid atomizes
ether into the engine intake manifold.
Refer to Key Switch - START for further details
regarding the use of this switch.
ARSC (Automatic Retard Speed

Control) switch (4, Figure 5-7) is
used to enable and disable the
automatic retard speed control
system. Press the top of the
switch to enable automatic retard.
Press the bottom of the switch to
disable the automatic retard system. Refer to Automatic Retard Speed Control later in this section for
more information on this system.
Automatic Idle Selector Switch (AISS)

AISS switch (5, Figure 5-7) controls the idle speed of
the engine. With the accelerator pedal released, the
monitor panel sends a signal to the ECM for a low
idle rpm.
This signal may be for either:
DO NOT push the ether injection switch after the

engine has started. Serious damage to the
engine may occur.
N5-14
650 rpm - normal-low idle, or

1000 rpm - high-low idle, depending on the
following conditions:
06/10 N05077
1. Depressing the top of the

switch selects the OFF/
AUTO position which is used
for enhanced truck operation.
When the AISS switch is in
this position, the idle speed
will be determined by two
conditions: engine coolant
temperature,
and
brake
application.
Auxiliary Brake Switch

Auxiliary brake switch (6, Figure 5-7) is used to apply
the auxiliary braking system.
Depress the button to apply the auxiliary brake system. When the switch is ON, the red lamp will illuminate.
Pull the switch out to disable the auxiliary brake system. The light will turn off.
Engine Coolant Temperature - If the engine

coolant temperature is below 30C (86F), the
engine controller will signal for 1000 rpm,
regardless of other conditions. If the engine
coolant temperature is above 30C (86F), the
engine controller will signal for 650 rpm, except
as follows:
Brake Application - If both the parking brake
and service brake are released (acceleration
anticipated), the engine controller will signal for
1000 rpm, regardless of other conditions.
NOTE: An amber light will illuminate the switch when
the OFF/AUTO position is selected.
2. Depressing the bottom of the
switch selects the ON/LOW
position. When the AISS
switch is in this position, the
engine controller will signal
for 650 rpm, regardless of
other conditions. ON/LOW
position is used when fine control movements
are needed, such as parking in confined
spaces.
When the auxiliary brake switch is activated, full,

unmodulated hydraulic brake pressure (or whatever pressure remains, if the system is failing) is
applied to all wheels. In addition, the parking
brake is also applied.
Do not apply the auxiliary brake switch when the
truck is moving, except in an emergency.
NOTE: This switch is for the manual activation of the
auxiliary brake circuit by the operator. The auxiliary
brake circuit will apply automatically if the hydraulic
brake pressure decreases below a pre-set value.
NOTE: A green light will illuminate the switch when

the ON/LOW position is selected.
In cold ambient conditions and when the engine

is cold, the engine rpm will not increase above
low idle speed until the engine controller determines it is safe to do so. This time delay will vary
from 30 seconds to 11 minutes, allowing the coolant and engine oil to warm. AISS control will not
be available until the engine completes this
warm-up cycle.
N05077 06/10
N5-15
UPPER LH SWITCH PANEL
FIGURE 5-8. UPPER LH SWITCH PANEL

1. Automatic Lubrication System Indicator
Upper LH switch panel (1, Figure 5-5), located to the

left of the steering wheel, currently does not contain
any switches (standard or optional). The panel contains the following:
Automatic Lubrication System Indicator

Automatic lubrication system indicator (1, Figure 5-8) illuminates
when lubrication system pressure
fails to reach 15 168 kPa (2,000
psi) within one minute after the
lube timer initiates a cycle of
grease. Notify maintenance personnel at the earliest opportunity
after the light comes on.
N5-16
06/10 N05077
LOWER LH SWITCH PANEL
FIGURE 5-9. LH CONTROL/INDICATOR PANEL

1. Head Light Switch
2. Ladder Light Switch
3. Backup Light Switch
4. Fog Light Switch (Optional)
5. Mode Select Switch # 1

6. Mode Select Switch # 2
7. Panel Light Dimmer Switch
The lower LH switch panel, located to the left of the

Head Light Switch
Ladder Light Switch
Head light switch (1, Figure 5-9) is

a three position rocker switch that
controls the instrument panel
lights, clearance lights, and the
head lights. Press the top of the
switch until it reaches the first
detent (middle) to select the panel,
clearance, and tail lights, only.
Press the top of the switch again, until it reaches the
second detent to select the headlights, as well as
panel, clearance, and tail lights. Press the bottom of
the switch to turn all of the lights off.
N05077 06/10
Ladder light switch (2, Figure 5-9)

turns the ladder lights on or off. A
similar switch is available at the
ground level to turn the ladder
lights on or off. Depress the bottom of the switch to turn the ladder
lights on. Depress the top of the
switch to turn the ladder lights off.
N5-17
BackUp/Deck Light Switch
Panel Light Dimmer Switch
Backup/deck light switch (3,

Figure 5-9) allows the backup
lights to be turned on regardless of
the transmission shift lever position. Depress the top of the switch
to turn the backup/deck lights on.
Depress the bottom of the switch
to turn the backup/deck lights off.
Panel light dimmer switch (7,

Figure 5-9) is used to adjust the
brightness of the machine monitor.
Turn the knob clockwise to make the
display brighter. Turn the knob counter-clockwise to dim the display.
Fog Light Switch

Fog light switch (4, Figure 5-9)
controls the fog lights. The fog
lights are optional and for use in
foggy conditions and heavy rain.
Pressing the bottom of the rocker
switch turns the lights on. Pressing the top of the switch turns the
lights off.
Mode Select Switches 1 & 2
Mode switch 1 & 2 (5, 6, Figure 5-9) are used to

scroll through the machine monitor character display.
The button commands are as follows:
1
Select, Run
Cancel, Release, Select (Yes/No Only)
Right, Next, Continue
Left, Previous, Return
N5-18
06/10 N05077
ELECTRONIC DISPLAY PANEL

When the engine starting switch is turned to the ON
position before starting the engine, a system check is
performed for 30 seconds. The following system
checks occur:
The central warning lamp illuminates for two
seconds, and then turns off.
The alarm buzzer sounds for two seconds, and
then stops.
The monitor lamp alternately illuminates for two
seconds and then turns off for one second.
The shift indicator alternately displays 88 for two
seconds and then turns off for one second.
The character display shows KOMATSU

SYSTEM CHECK for three seconds.
If the lamps do not work, a failure in the circuit
has occurred. Contact your Komatsu distributor
for inspection.
When the starting switch is turned ON, if the shift
lever is not in the NEUTRAL position, after
completion of the system check, the shift lever
position pilot lamp and the central warning lamp
will illuminate, and the alarm buzzer will continue
to sound intermittently. When this happens, if the
shift lever is in NEUTRAL, N is displayed, the
central warning lamp turns off, and the buzzer
stops.
After a three second system check, the meters

start to function.
FIGURE 5-10. CENTER ELECTRONIC DISPLAY PANEL

A. Character Display
B. Caution Items
C. Emergency Stop Items
N05077 06/10
D. Meter Display Portion

E. Central Warning Lamp
N5-19
PILOT DISPLAY ITEMS

When the key switch is in the ON position, controls
that have been activated will illuminate the corresponding pilot display lamps.
FIGURE 5-11. EDP - PILOT DISPLAY ITEMS

1. Lock-up Pilot Lamp
2. Turn Signal Directional Lamp
3. High Beam Pilot Lamp
4. ARSC Set Speed Indicator
5. ASR Actuation Lamp
Lockup Pilot Lamp
6. Retarder Pilot Lamp

7. ARSC Pilot Lamp
8. Shift Lever Position
9. Shift Indicator
Turn Signal Pilot Lamp
The lockup pilot lamp will illuminate

when the torque converter lockup is
engaged and the transmission is
shifted to direct drive.
The turn signal pilot lamp arrow will flash simultaneously as the exterior turn signal lamps flash. If a right
turn is selected using the turn signal lever, the right
arrow will flash. If a left turn is selected using the turn
signal lever, the left arrow will flash.
N5-20
06/10 N05077
ASR Actuation Lamp
Head Lamp High Beam Pilot Lamp

The high beam pilot lamp will illuminate when the head lamps are
set to high beam using the multifunction turn signal lever.
When the ASR system is active, this

lamp will illuminate when slipping from
the rear wheels is detected. The lamp
indicates that the ASR system has actuated the brakes to prevent the slippage.
Retarder Pilot Lamp
Shift Lever Pilot Lamp
The retarder pilot lamp will illuminate

when the retarder control lever is actuated and the retarding system is active.
The shift lever pilot lamp displays the position of the shift lever.
The letter or number for the selected speed
range will be illuminated.
ARSC Pilot Lamp

The ARSC pilot lamp indicates that the
automatic retard system is active. The
system will maintain the truck at the set
speed.
The lamp will turn off when the ARSC system is
turned off.
Shift Indicator
The shift indicator displays the
transmission shift range (speed
range).
ARSC Set Speed Indicator
The ARSC set speed indicator displays the set travel

speed for the auto retarder speed control.
When the ARSC switch is off, the monitor turns off. If
the set travel speed has been canceled, 0 is displayed.
N05077 06/10
N5-21
METER DISPLAYS
FIGURE 5-12. EDP - METERS

1. Torque Converter Oil Temperature Gauge
2. Engine Water Temperature Gauge
3. Engine tachometer
Speedometer
4. Speedometer
5. Retarder Oil Temperature Gauge
6. Fuel Gauge
Engine Tachometer
The engine tachometer displays the engine speed.

The speedometer indicates the travel speed of the
truck.
N5-22
When engine speed exceeds 2250 rpm and moves

into the red range on the meter, the alarm buzzer will
sound and the central warning lamp will illuminate.
Reduce engine speed to prevent damage to the
engine.
06/10 N05077
Fuel Gauge
Torque Converter Oil Temperature Gauge
The fuel gauge displays the amount of fuel remaining

in the fuel tank. The fuel level caution lamp will illuminate when the fuel level drops to 140 liters (37.0 US
gal).
The torque converter oil temperature gauge displays

the torque converter oil temperature.
Coolant Temperature Gauge
The white range indicates normal operating temperature. If the temperature rises to the red range during
operation, the alarm buzzer will sound and the central warning lamp will illuminate. E02 TC OVERHEAT
will simultaneously be displayed on the character display. Stop the truck and operate the engine under no
load at a mid-range speed until the meter enters the
white range.
Retarder Oil Temperature Gauge
The coolant temperature gauge displays the engine

coolant temperature.
operation, the alarm buzzer will sound and the central warning lamp will illuminate. E02 ENGINE
OVERHEAT will simultaneously be displayed on the
character display. Engine output will automatically be
limited. Stop the truck and operate the engine under
no load at a mid-range speed until the meter enters
the white range.
N05077 06/10
The retarder oil temperature gauge displays the

retarder oil temperature.
operation, the alarm buzzer will sound and the central warning lamp will illuminate. E02 BRAKE OVERHEAT will simultaneously be displayed on the
character display. Stop the truck and operate the
engine under no load at a mid-range speed until the
meter enters the white range.
N5-23
CAUTION ITEMS
If a caution indicator icon illuminates during

machine operation, quickly assess the problem
to determine the necessary reaction.
FIGURE 5-13. EDP CAUTION LAMPS

1. Maintenance Caution Lamp
2. Parking Brake Pilot Lamp
3. Dump Body Pilot Lamp
4. Check Engine Lamp
Maintenance Caution Lamp
5. Emergency Steering Lamp

6. Accumulator Charge Pressure Lamp
7. Fuel Level Caution Lamp
Clogged air cleaner

Clogged steering, hoist oil filter
The maintenance caution lamp illuminates if any of the following occur:
Clogged transmission oil filter

Low coolant level
Clogged brake cooling oil filter
Low engine oil level
Worn rear brake discs
Clogged engine oil filter
Low battery electrolyte level
Low hydraulic oil level
Low transmission oil level
N5-24
06/10 N05077
When the maintenance caution lamp illuminates,

action code E01 is simultaneously displayed on the
character display. Service the truck at the next available opportunity.
If a filter or oil replacement interval is displayed on
the character display, the maintenance caution lamp
will flash or illuminate. If the interval is approaching,
the lamp will flash. If the interval has been exceeded,
the lamp will remain on. Refer to Character Display
later in this chapter for more information on maintenance indicators.
Parking Brake Pilot Lamp

The parking brake lamp illuminates
when the parking brake is applied.
Accumulator Charge Pressure Lamp

The accumulator charge pressure lamp
will illuminate if steering accumulator
nitrogen pressure is below 5861 kPa
(850 psi).
Fuel Level Caution Lamp

The fuel level caution lamp illuminates when the level of the fuel in
the fuel tank falls below 140 liters
(37 gal).
If the lamp is on, it will be necessary to add fuel shortly.
Dump Body Pilot Lamp

The dump body lamp illuminates when
the dump body is raised or the dump
body lever is in any position other than
FLOAT.
Check Engine Lamp

The amber check engine lamp will illuminate if a problem occurs in the engine control system. The engine must be serviced
within 24 hours of the illumination of the
lamp.
N05077 06/10
N5-25
EMERGENCY STOP ITEMS
If one of the emergency stop lamps illuminate,

stop the truck immediately. Response instructions are documented on the following pages.
If a fault occurs with an emergency stop item, the

alarm buzzer will sound intermittently and the lamp
for that item will illuminate. The central warning lamp
will illuminate simultaneously.
FIGURE 5-14. EDP - EMERGENCY STOP ITEMS

1. Coolant Temperature Caution Lamp
2. Charging System Caution Lamp
3. Engine Oil pressure Caution Lamp
4. Brake Oil pressure Caution Lamp
(Accumulator Oil Pressure)
5. Retarder Oil temperature Caution Lamp
N5-26
6. Central Warning Lamp

7. Retarder System Caution Lamp
8. Transmission Caution Lamp
9. Engine System Caution Lamp
10. Machine Monitor Caution Lamp
11. Torque Converter Oil Temperature Caution Lamp
06/10 N05077
Coolant Temperature Caution Lamp
Brake Oil Pressure Caution Lamp
The coolant temperature caution

lamp will illuminate when the
coolant temperature has risen to
a critical level.
When the lamp is lit, E02
ENGINE OVERHEAT will be
displayed on the character display simultaneously. Engine output will be automatically limited. Stop the truck and operate the engine
under no load at a mid-range speed until the lamp
turns off.
The brake oil pressure caution lamp will

illuminate if accumulator oil pressure
fails to reach the specified value 30 seconds after engine startup. If the brake
accumulator oil pressure has dropped
below the specified value during truck
operation the lamp will also illuminate.
When the lamp is lit, E03 CHECK RIGHT NOW will
simultaneously be displayed on the character display. Stop the truck immediately in a safe place, and
turn the engine off. Notify maintenance.
The central warning lamp and alarm buzzer are not
actuated when the engine is off.
Charging System Caution Lamp

The charging system caution lamp illuminates when an abnormality in the
charging system has occurred with the
engine on.
Retarder Oil Temperature Caution Lamp

simultaneously be displayed on the character display. Stop the machine immediately in a safe place,
and turn the engine off. Notify maintenance.
Engine Oil Pressure Caution Lamp

The engine oil pressure caution lamp
will illuminate when the engine oil pressure has dropped to a critical level. Oil
pressure is monitored only when the
engine is on.
The retarder oil temperature

caution lamp will illuminate
when the brake oil temperature
has risen to a critical level.
When the lamp is lit, E02
BRAKE OVERHEAT will simultaneously be displayed on the
character display. Stop the truck in a safe place.
Move the shift lever to the N position, and operate
the engine under no load at a mid-range speed until
the lamp turns off.

simultaneously be displayed on the character display
and engine output automatically limited. Stop the
machine immediately in a safe place, and turn off the
engine. Notify maintenance.
Emergency Steering Lamp

The emergency steering lamp illuminates when steering pressure drops
below 12 800 kPa (1850 psi).
N05077 06/10
N5-27
Central Warning Lamp

The central warning lamp and the alarm
buzzer will sound intermittently to indicate that a failure is present. Any of the
following will cause the central warning
lamp to light:
When an abnormality has occurred in any of
emergency stop items. Refer to Emergency Stop
Items earlier in this chapter.
When action code E02 or E03 is displayed on the
character display.
When the parking brake is applied, but the shift
lever is not in the N position.
When the hoist control lever is not in the FLOAT
position or the dump body is raised and the shift
lever is not in the N position.
When the lamp is lit, E02 TC OVERHEAT will simultaneously be displayed on the character display. Stop
the truck in a safe place, and move the shift lever to
the N. Operate the engine under no load at a midrange speed until the lamp turns off.
Transmission Caution Lamp

The transmission caution lamp will illuminate when an abnormality has been
detected by the transmission controller.
When the lamp is lit, E03 CHECK
RIGHT NOW will simultaneously be displayed on the character display. Stop the truck and
turn off the engine.
When the engine tachometer rises to the red

range.
Engine System Caution Lamp
The red engine system caution lamp will
illuminate when an abnormality has
been detected by the engine controller.
Retarder System Caution Lamp

The retarder system caution lamp will
been detected by the RCM.
simultaneously be displayed on the character display. Stop the truck immediately in a safe place, and
turn off the engine. Notify maintenance.
When the lamp is lit, E03 CHECK

RIGHT NOW will simultaneously be displayed on the character display. Stop the truck and
turn off the engine.
Machine Monitor Caution Lamp

Torque Converter Oil Temperature Caution Lamp
The machine monitor caution lamp will

been detected in the machine monitor.
The lamp will also monitor certain
optional equipment, if installed. If one of
these monitored systems fail, the lamp
will illuminate.
simultaneously be displayed on the character display. Stop the truck and turn off the engine.
The torque converter oil temperature caution lamp

will illuminate when the torque converter oil temperature has risen to a critical level.
N5-28
06/10 N05077
CHARACTER DISPLAY
FIGURE 5-15. Electronic Display Panel

1. Electronic Display Panel
Normally, the service meter/odometer is displayed on

the character display.
If the machine experiences a failure or if it is necessary to perform maintenance, an action code is displayed to recommend a suitable response.
When filter replacement or an oil change is necessary, the maintenance monitor caution lamp will
flash, and the filter or oil to be replaced is displayed.
This will occur after completion of the system check
with the key switch in the ON position. Refer to Filter
And Oil Change Display later in this chapter.
Check the display to verify that there are no faults
before driving the truck.
The following table lists the various displays of the
character display while in Operator Mode. Service
related information can be obtained in the service
modes. Various service modes can be used to
extract fault code information as well as real time
monitoring of system information.
N05077 06/10
Operator mode
1
Service meter, odometer display (default) *
Reverse travel distance display function
Filter replacement, oil change interval display

function
Telephone number input function
Language selection function
PLM setup function
Action code display function
Failure code display function
* PLM information will override the default display when

input is sent from VHMS. An active action code will also
override the default display.
Refer to Section D, Machine Monitor, for more information on using the character display.
N5-29
REAR ELECTRICAL COMPARTMENT

The following components are located behind the
operator and passenger seats across the back wall
of the operator cab (Refer to Figure 5-17):
1. ATC - Automatic Transmission Controller
The ATC controls and monitors the automatic
transmission. It controls the shift patterns and
lock-up clutch modulation and monitors numerous other sensor inputs. Refer to Section D for
specific information regarding this device.
2. Fuse Panel
The fuse panel contains all of the electrical
fuses on the truck.
3. RCM - Retard Control Module
This panel controls and monitors the retarder
system. Refer to Section D for specific information regarding this device.
The VHMS controller gathers data related to the
operational health of the machine from each of
the controllers and sensors. Refer to Section D,
VHMS, for more information.
6. Payload Meter (PLM) Download Connector
7. CENSE Engine Download Connector (SDA12V160 only)
8. Engine Maintenance Light The engine maintenance light will
illuminate when engine maintenance is necessary. It is not necessary to service the truck until
the next scheduled preventive
maintenance.
FIGURE 5-16. FUSE PANEL DESCRIPTIONS
9. Engine Communications Connector
TABLE I. CIRCUIT BREAKER CHART

CIRCUIT BREAKER IDENTIFICATION
CIRCUIT NUMBER
No.
AMPS
VOLTS
IN
CB24V
50
+24
CB12V
50
+12
CONTROL DESCRIPTION
OUT
LOCATION: BATTERY BOX
12
12V
LOCATION: AC/HEATER UNIT

A/C-CB
N5-30
20
+24
12AC
Internal Automatic Reset Circuit Breaker
06/10 N05077

1. Automatic Transmission Controller (ATC)
2. Fuse Panel
3. Retard Control Module (RCM)
N05077 06/10
6. Payload Meter Download Connector

7. CENSE Engine Download Connector (SDA12V160 Only)
8. Engine Maintenance Light
9. QSK Engine Communications Connector
N5-31

(Enclosure Removed)
1. Automatic Lubrication System Timer
2. Ground Bus Bars
3. Power Bus # 1, 24V Battery Direct Power
4. Power Bus # 2, 24V Battery Disconnect Power
7. Relay Centers
N5-32
8. Turn Signal Flasher

9. Steering Bleeddown Timer
10. Windshield Wiper Delay Timer
11. External Harness Interface Connection Panel
12. ORBCOMM Modem
06/10 N05077
AUTOMATIC RETARD SPEED

CONTROL (ARSC)
Automatic Retard Speed Control (ARSC) automatically actuates the retard system to maintain the travel
speed at a set speed controlled by the operator. This
system is designed to make retarding easier and
more constant.
For instance, if the ARSC is on, and the set speed is
set to 20 km/h (12 mph), the ARSC system will automatically apply retarding effort to slow the truck. As
the truck descends a grade and attempts to exceed
20 km/h (12 mph), the ARSC maintains the set
speed without the operator having to use the brake
pedal or manual retard lever.
Refer to the retarding capacity chart in the cab

before setting the travel speed. If the set speed
exceeds the maximum permissible speed on the
chart, overheating and damage to the retarding
system may occur.
If any failure in the system occurs during operation,

the alarm sounds and the central warning lamp will
illuminate. The RCM will turn the ARSC system off.
Use the retarder control lever and/or the brake pedal
to stop the machine in a safe place. Turn the ARSC
switch off and notify maintenance.
Set Speed Functionality

When setting the ARSC, vehicle speed cannot be set
to less than 10 km/h (6 mph). If the set speed is set
while the truck is moving slower than 10 km/h (6
mph) the ARSC will default to 10 km/h (6 mph).
Likewise, the set speed cannot be set higher than 60
km/h (37 mph). If the set speed is set while the truck
is moving faster than 60 km/h (37 mph), the set
speed will default back to 60 km/h (37 mph). In all
other instances, the speed will be set to the actual
travel speed.
The time taken for the machine travel speed to match
the set speed may differ according to the grade of the
slope.
If the set travel speed is near a transmission shifting
point or there is a change in the grade of the slope,
the transmission may shift (up or down) even during
retarding.
When the ARSC is actuated on slippery road surfaces, the wheels may lock. If this occurs, turn
the ARSC system off and use the manual retard
lever or brakes to safely control the truck.
The ARSC system will only apply retarding effort
when the ARSC switch is on. If the switch is turned
off during retarding, the set speed indicator and
ARSC pilot lamp will turn off and the brakes will
release.
The ARSC will only apply retarding effort when the
accelerator pedal is not being depressed. If the
accelerator is pressed while the ARSC system is on,
the RCM will cancel the ARSC. The service brakes
and the retarder lever will both continue to function
while the ARSC system is on.
The retard lever is more responsive when the ARSC
system is on. Use small increments when moving the
lever to avoid locking the brakes.
N05077 06/10
The ARSC system can be set in any gear range

except N or R.
The set speed will remain in memory when the
ARSC switch and/or the key switch is turned to OFF.
The only method for removing the set speed from the
memory is to cancel it using the ARSC lever. Refer to
(d, Figure 5-19).
Cancelling And Changing The Set Speed

Moving the lever to the cancel position (d, Figure 519) for more than 1 second cancels the set speed.
The set speed indicator will display a 0 when cancelled.
If it is desired to increase the set speed, depress the
accelerator pedal to increase speed, and when the
desired set travel speed is reached, press the set
switch on the auto retarder (ARSC) set lever. The set
travel speed will be changed to the new speed.
N5-33
FIGURE 5-19. ARSC CONTROLS

1. Retard Lever
a. Set
2. ARSC Lever
b. Increase Speed
3. ARSC Switch
c. Decrease Speed
4. ARSC Pilot Lamp
d. Cancel
5. ARSC Set Speed Indicator
6. Retarder Pilot Lamp
If it is desired to decrease the set speed, operate the
retarder control lever to reduce speed, and when the
desired set travel speed is reached, press the set
switch on the auto retarder (ARSC) set lever. The set
travel speed will be changed to the new speed.
To change the speed without using the accelerator or
braking system, tap up (b, Figure 5-19) on the lever
to increase the speed. The speed will increase by 1
km/h (0.6 mph). To decrease the speed, tap down (c,
Figure 5-19) on the lever. The speed will decrease by
1 km/h (0.6 mph). The maximum speed change that
can occur using the tap up - tap down functions is 5
km/h (3.1 mph).
N5-34
If the set switch and cancel are operated at the same

time, cancel is given priority.
If the set switch and tap up are operated at the same
time, tap up is given priority.
If the set switch and tap down are operated at the
same time, tap down is given priority.
06/10 N05077
Recommended Set Speeds

Refer to the retarding capacity chart in the cab for the
maximum safe speeds for descending a grade.
Set the travel speed so that the engine speed is
above 1800 rpm. The retarder oil temperature gauge
must remain at normal operating temperature (in the
white range on the gauge). If the retarder oil is close
to overheating, the set speed is automatically
reduced 1 km/h (0.6 mph) every 3 seconds. The set
speed will not drop below 10 km/h (6 mph).
To set the ARSC:

1. Turn on ARSC switch (3, Figure 5-19) to turn
the system on. ARSC pilot lamp (4) will illuminate to alert the operator that the system has
been activated. The ARSC set speed indicator
(5) will turn on and the previous set speed will
be displayed. If the previous speed was cancelled, a 0 will be displayed.
2. When the truck speed reaches the desired set
speed, press button (a) on the ARSC lever to
set the travel speed. The set speed will be displayed on the ARSC set speed indicator (5).
The set speed indicator may differ slightly from
the speedometer display.
Refer to the retarding capacity chart in the cab
for the proper speed for descending a grade.
3. To adjust the set speed, tap up (b) on the lever
to increase the speed. The speed will increase
by 1 km/h (0.6 mph). To decrease the speed,
tap down (c) on the lever. The speed will
decrease by 1 km/h (0.6 mph). To cancel the
set speed, pull the lever towards the rear of the
cab. The set speed indicator will display a 0.
4. To turn the system off, turn ARSC switch (3) off.
N05077 06/10
N5-35
AUTOMATIC SPIN REGULATOR

(ASR)
The ASR cut switch controls the

status of the system.
Automatic Spin Regulator (ASR) is a traction control

system that helps prevent slipping of the drive
wheels caused by excessive torque. ASR also provides traction on slippery road surfaces.
A: ASR system OFF - amber lamp
B: ASR system ON - green lamp
FIGURE 5-20. ASR OPERATION
1. ASR Cut Switch

2. ASR Actuation Lamp
N5-36
4. Accelerator Pedal
5. Brake Pedal
06/10 N05077
When the ASR switch is on, the system is active.

ASR monitors the individual rear wheel speeds. If it
determines one of the rear wheels is slipping during
acceleration, the brake is applied to the rear wheel
with the higher speed. ASR actuation lamp (2,
Figure 5-20) will illuminate when the system detects
slipping from the rear wheels and actuates the ASR.
If the brake pedal or retard lever are actuated during
ASR actuation, ASR actuation will be cancelled.
The ASR system is actuated only when the accelerator pedal is being depressed and travel speed is 0 to
30 km/h (0 to 19 mph). If the pedal is released while
the ASR is being actuated, the actuation of the ASR
system is canceled.
If any abnormality occurs in the ASR system, an
action code is shown on character display (6).
If a malfunction occurs in the system, an action

code is shown on the character display, and the
ASR function is canceled. Immediately drive the
truck to a safe area and turn the ASR cut switch
off.
On slick road surfaces or on steep slopes, it may
be impossible to drive safely even when the ASR
is actuated.
If both rear wheels slip at the same speed, ASR
will not function. If this occurs, reduce the engine
output with the accelerator pedal.
Depressing the top of the switch turns the ASR system off. An amber light will illuminate the switch notifying the operator that traction control is inactive.
N05077 06/10
N5-37
NOTES
N5-38
06/10 N05077
SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P01016
Index
P1-1
NOTES
P1-2
Index
P01016
SECTION P2
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3

COOLANT SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Unacceptable Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
RADIATOR FILL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
TRANSMISSION OIL LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
QUICK FILL SERVICE CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
PERIODIC REPLACEMENT OF CRITICAL PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
250 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9
500 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-12
1000 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13
P02056 10/11
Lubrication and Service
P2-1
NOTES
P2-2
10/11 P02056

Preventive maintenance contributes to the long life
and dependability of the truck and its components.
The use of proper lubricants and the performance of
checks and adjustments at recommended intervals
are crucial.
Lubrication requirements reference the lube key
found in the lubrication chart. For detailed service
requirements for specific components, refer to the
appropriate section in this book.
Unacceptable Practices
Use of high-silicate anti-freeze.
Under concentration or over concentration of
Extended Service Additive (SCA).
Use of anti-freezes/coolants that are not fully
formulated for extended service intervals.
Use of sealing additives (stop-leak) in the cooling
system.
The service intervals presented here are in hours of

operation. Oil change intervals are recommended in
the absence of an oil analysis program which may
determine different intervals. However, if the truck is
being operated in extreme conditions, some or all of
the intervals may need to be performed more frequently.
Use of soluble oils in the cooling system.
Refer to the engine service manual when servicing

the engine or any of its components.
Use of Treated Water coolant.
Use of poor-quality water. See the engine

manufacturers specifications for water quality
requirements.
Use of anti-freeze, Extended Service Additive
(SCA) or coolant filter(s) that do not meet the
engine manufacturers specifications.
Use of coolants with less than 40 percent
antifreeze.
SERVICE CAPACITIES
Liters
US
Gallons
193
51
Cooling System
532
141
Hydraulic System
Refer to Hydraulic Tank Service in
this chapter
900
238
Differential Case
297
78
Final Drive Case

(each planetary)
120
32
Fuel Tank (diesel fuel only)
2120
560
Transmission Case
including torque converter
153
41
Engine Crankcase
(including lube oil filters)
RADIATOR FILL PROCEDURE
The cooling system is pressurized due to thermal

expansion of coolant. DO NOT remove the radiator cap while the engine is hot. Severe burns may
result.
1. With the engine and coolant at ambient temperature, depress the pressure relief to remove
cooling system pressure. Slowly, remove the
radiator cap.
NOTE: If adding coolant via the quick fill system,
remove the radiator cap prior to adding coolant.
COOLANT SPECIFICATIONS
For ambient temperatures of -25 F (-32 C) and
above, use a standard 50/50 anti-freeze-to-water
mixture.
For arctic climates with ambient temperatures
between -25 F (-32 C) and -65 F (-54 C), use
a 60/40 anti-freeze-to-water mixture.
NOTE: Do not use propylene glycol coolant in arctic
climates. Only use ethylene glycol coolants.
P02056 10/11

as specified by the engine manufacturer. Fill
until coolant reaches the radiator cap area.
3. Install the radiator cap.
4. Allow the engine to idle for 5 minutes. Shut the
engine off and wait for the engine to cool.
5. Check the coolant level. If the radiator is not full,
repeat the previous steps. Any excess coolant
will be discharged through the vent hose after
the engine reaches normal operating temperature.
P2-3
HYDRAULIC TANK SERVICE

4. Install the fill cap.
Filling Instructions
1. Lower the dump body and turn the key switch
OFF.
5. Start the engine. Raise and lower the dump

body three times to circulate oil and fill hoses
and components.
6. Repeat the previous steps until oil level is again
in upper sight glass (5).

the relief valve on the tank before removing the
filler cap.
7. If oil level falls below lower sight glass (6) with

the engine on, repeat this procedure.

1. With the engine off:

the sight gauge between H and L. This sight
gauge is to be used when changing oil, before
engine start-up (engine off for eight hours or
more).
When the engine is turned on and transmission
oil reaches normal operating temperature,
check the oil level again, as described below.
2. With the engine on:

1. Hydraulic Tank
3. Breather
4. Fill Cap
5. Hydraulic Oil Level

Upper Sight Glass
6. Hydraulic Oil Level
Lower Sight Glass
7. Hydraulic Oil Drain
The oil level must be visible in the lower sight

gauge between H and L.
Use this sight gauge with the following guidelines:
truck parked on level surface
2. Depress relief valve (2, Figure 2-1) for 30 - 45

seconds to release any internal tank pressure.
Remove fill cap (4). Turn the cap slowly to
release any residual tank pressure.
3. Refer to lube key C on the lubrication chart. Fill
the tank with the recommended oil until oil is
visible in upper sight glass (5). Hydraulic tank
capacity is: 576 l (152 gal).
P2-4
engine at low idle

shift lever in NEUTRAL
transmission oil at normal operating
temperature
10/11 P02056
QUICK FILL SERVICE CENTER

The service center (Figure 2-2) is located on the left
side of the truck below the hydraulic tank. The service center can be used to fill system fluids at a
higher rate of speed than manually adding fluids and
grease.
Connect a filling device to the appropriate fitting on
the service center to add fluids/grease. Use caution
when adding fluids to avoid overfilling.
PERIODIC REPLACEMENT OF CRITICAL

PARTS
To ensure safe operation of the truck, it is necessary
to perform periodic maintenance for critical parts.
Fabrication of safety devices and other component
parts have been designed to high standards. However, all parts are subject to wear and gradual fatigue
during continuous use. Since it is difficult to determine accurately the process of change in quality,
wear, or fatigue, judgments must be made whether or
not some parts should be replaced even if they do
not show any faulty symptom at the time. Of course,
any part found to have an abnormality must be
repaired or replaced, regardless of the time it has
been used.
Replace the following parts every 4000 hours or

every two years, whichever comes first:
1. Fuel system hoses
2. Rubber hoses for brake piping
3. High pressure hoses in steering circuit
4. High pressure hoses in hoist circuit
5. Hoses at brake cooling inlet and outlet (wheel)
6. Hose at discharge side of brake cooling pump
7. Hose at discharge side of transmission pump
FIGURE 2-2. SERVICE CENTER
8. Accumulators
Refer to the following table for the maximum recomended fill pressures for the service center.
Replace the following parts every three years:

1. Seat belt
MAXIMUM FIll PRESSURES

Fill System
kPa
psi
Engine Crankcase
345
50
Hydraulic Tank
345
50
Coolant
345
50
Grease
10 342
1,500
P02056 10/11
P2-5
FIGURE 2-3. LUBRICATION CHART
P2-6
10/11 P02056
10 HOUR (DAILY) INSPECTION

Perform a walk around" inspection prior to each work shift. Check the general condition of the truck. Look for evidence of hydraulic leaks. Check all lights and mirrors for dirt and damage. Check the operator's cab for dirty or
damaged accessories or controls. Inspect the frame, sheet metal and body for cracks. Notify the proper maintenance authority if any discrepancies are found.
Truck Serial Number______________________ Site Unit Number_______________
Date_______________
Hourmeter_____________
Name of Service Technician___________________________________
TASK
COMMENTS
CHECKED INITIALS
Check all fluid levels

1.
a. Engine OilNOTE: Refer to engine manufacturer service manual

for oil recommendations.
b. Radiator - Check coolant level and fill with
proper mixture as shown in Coolant Specifications at the beginning of this chapter.
c. Batteries - Check electrolyte level and add
water if necessary.
d. Hydraulic Tank - Check oil level in tank, add if
necessary. Lube key C. Refer to Hydraulic
Tank Service, in this chapter.
NOTE: Check the oil level with the truck on a level
surface, engine stopped, body down, and oil warm.
Oil must be visible in sight glass. Do not overfill.
e. Transmission - Check oil level. Add oil if necessary. Lube key C.
Refer to Transmission Oil Level Check in this
chapter.
f. Fuel Tank - Fill as required.
g. Differential - On a level surface, the oil level
must be even with the plug hole. Refill with
oil, as necessary. Lube key B.
P02056 10/11
P2-7
10 HOUR (DAILY) INSPECTION (continued)

Date_______________
TASK
COMMENTS
CHECKED INITIALS
2. Air Cleaners
Check air cleaner vacuum gauges. Clean or replace
filter elements if restriction vacuum reaches 6.2 kPa
(25 in. H2O). Push the reset button on the face of the
gauge to return to zero.
3. Drive Belts
a. Check the condition of the alternator and fan
belts. Check for proper tension.
b. Inspect belt alignment.
4. Engine And Turbochargers

Inspect for leaks, vibrations or odd noises.
5. Tires
a. Check for proper inflation and wear.
b. Inspect for embedded debris, cuts or other
damage.
Windshield Wipers & Washer - Inspect the wiper

blades for wear or damage. Replace if necessary.
Check the windshield washer fluid level. If below 1/2
full, add fluid.
P2-8
10/11 P02056
250 HOUR INSPECTION

Date_______________
TASK
COMMENTS
CHECKED INITIALS
INITIAL 250 HOUR SERVICE

1. Perform the following maintenance after operating the
machine for the first 250 hours. Thereafter, these services are to be performed at the normal interval
schedules, as specified.
a. Transmission - change oil and filter elements.
b. Hydraulic System- change oil and filter elements.
c. Differential Case - change oil.
d. Final Drive Case - change oil.
2
Torque Converter and Transmission Oil Pressure

Checks - Check torque converter and transmission
operating pressures. Refer to Section F2 in the service manual.
EVERY 250 HOURS SERVICE

1. Lubrication a. Check the automatic lubrication system to
ensure an ample grease supply is reaching
pins and bearings.
- Dump body hinge pin - 2 points.
- Rear suspension - 4 points.
- Axle support pins - 8 points.
- Hoist cylinder pin - 4 points.
- Front suspension assembly - 8 points.
- Steering cylinder pin - 4 points.
- Steering linkage - 5 points.
- Front transmission mount - 1 point.
b. Refill grease reservoir - Lube key D. Reservoir capacity is approximately 41 kg (90 lb) of
grease.
2
Engine - Refer to the engine service manual for oil

recommendations.
- change engine oil.
- change engine lube oil filter.
P02056 10/11
P2-9
250 HOUR INSPECTION (continued)

Date_______________
TASK
COMMENTS
Alternator Belt - Check the alternator belt for cracks,

cuts or glazing. Check for proper tension. Repair or
adjust as necessary.
Air Conditioner Compressor Belt- Check the compressor belt for cracks, cuts or glazing. Check for
proper tension. Repair or adjust as necessary.
Fan Belt - Check the fan belt for cracks, cuts or glazing. Check for proper tension. Repair or adjust as
necessary.
Transmission Case Breathers - Remove breathers,

and disassemble. Remove the filter element, and
clean in solvent. Dry with pressurized air. Reassemble and reinstall.
Hydraulic Tank Breather - Remove breather, and disassemble. Remove the filter element and replace.
Reassemble and reinstall.
Differential Case - Check the oil level. Lube key B.
Differential Case Breather - Remove breather. Clean

the breather and reinstall.
CHECKED INITIALS
10 Final Drive Case - Check the oil level in RH and LH

case. Lube key B.
11 Parking Brake - Measure brake pads for proper wear
and thickness. Refer to Section J, Parking Brake, for
limits and specifications.
Lube key D.
12 Fuel Filters
Remove and replace fuel filter elements.
13 Corrosion Resistors - Remove and replace corrosion
resistor elements.
14 Dump Body Pads - Check the pads, shims and
mounting hardware for wear and proper tightening.
P2-10
10/11 P02056
250 HOUR INSPECTION (continued)

Date_______________
TASK
COMMENTS
CHECKED INITIALS
15 HVAC Air Filter - Clean the filter element with mild

soap and water. Rinse completely clean and air dry
with a maximum of 275 kPa (40 psi). Reinstall the filter.
16 Cab Air Filter - Under normal operating conditions,
clean every 250 hours. In extremely dusty conditions,
service as frequently as required. Clean the filter element with mild soap and water. Rinse completely
clean and air dry with a maximum of 275 kPa (40 psi).
Reinstall the filter. Refer to Figure 2-4.
FIGURE 40-4.
1. Filter Cover
2. Cab Filter
P02056 10/11
P2-11
500 HOUR INSPECTION

Perform the maintenance items for the 250 hour interval at this time, also.
Date_______________
TASK
COMMENTS
Radiator - Check for clogged or damaged fins. Refer

to Section C, Cooling System, for more information on
radiator maintenance.
Transmission Oil Filter - Remove and replace the two

filter elements. Refer to Section F for transmission
service information.
Check Toe-In Adjustment - Check the steering toe-in

adjustment and inspect the tires for abnormal wear.
Adjust as necessary. Refer to Section G3 for the
adjustment procedure.
Bladder Accumulators - Pressure must be checked

every 500 hours. Failure to maintain correct pressure
may result in bladder failures. Refer to the appropriate
section for details on bladder accumulator repair.
Comprehensive instructions are outlined for properly
maintaining bladder accumulators.
Front Wheel Bearings - Obtain an oil sample from

each front wheel bearing oil cavity for analysis. Refer
to Section G3 in the service manual for instructions.
Engine Damper - Check the grease level in the

engine damper. Fill as necessary with Komatsu
grease (427-12-11871). The grease level must be
maintained level with the top plugs.
Frame And Rear Axle Housing - Wash the truck,

clean all of the weld joints, and visually inspect the
entire frame and axle housing for cracking or damage.
Torque Converter and Transmission Oil Pressure

Checks - Check torque converter and transmission
operating pressures. Refer to Section F2 in the service manual.
P2-12
CHECKED INITIALS
10/11 P02056
1000 HOUR INSPECTION

Perform the maintenance items for the 250 and 500 hour intervals at this time, also.

Date_______________
TASK
COMMENTS
CHECKED INITIALS
Parking brake
-Manually lubricate the parking brake linkage at 6
points - Lube key D.
Transmission Oil a. Drain oil, remove and replace element.

Remove clean, and reinstall strainer. Refill
sump with oil - Capacity, approximately 153 l
(41 gal). Lube key C.
b. Remove and clean the three transmission
magnetic strainers.
Refer to Section F for more information on servicing
the transmission.
Steering, Brake, Hoist, & Rear Brake Cooling Oil Filters - Replace the filters.
Front & Rear Brake Wear - Refer to Section J for

proper inspection procedures.
Engine Breather - Remove and clean the engine

breather. Refer to the engine service manual.
Automatic Lubrication System Pump - Check pump

housing oil level. Refill to bottom of level plug with
SAE 10W-30 motor oil. Later models may equipped
with a dipstick. If equipped with a dipstick, fill to the
proper level on the dipstick.
P02056 10/11
P2-13

Perform the maintenance items for the 250, 500 and 1000 hour intervals at this time, also.

Date_______________
TASK
COMMENTS
CHECKED INITIALS
Hydraulic Tank Oil a. Drain the oil from the tank and refill. Capacity
of the hydraulic tank is 576 l (152 gal). Refer
to the lubrication chart for type of oil to use.
Lube key C.
b. Remove and clean hydraulic tank strainers.
Refer to Hydraulic Tank Service in this chapter for
proper filling instructions. Instructions
Front Wheel Hubs - Drain the hydraulic oil from each

front wheel drain plug. Ensure the plugs are in the six
oclock position when draining.
Drain the hydraulic tank prior to removing the

drain plugs from the wheel hubs.
3
Final Drive - Position the machine so that the case

casting line is horizontal and the drain plug is at the
bottom. Drain the oil and reinstall the plug. Remove
the fill plug at casting line and fill until oil reaches the
plug hole. Service both final drives.
Capacity is 120 l (32 gal) on each side. Lube key B.
Differential Case - Drain the oil from the differential.

Refill until oil reaches the fill plug hole. Oil capacity is
300 l (79 gal). Lube key B.
P2-14
10/11 P02056

Perform the maintenance items for the 250, 500, and 1000 hour intervals at this time, also.

Date_______________
TASK
COMMENTS
Engine Driveline Adapter - Inspect driveline adapter

rubber dampers. If any defects are found, repair as
required.
Front And Rear Drive Shafts -
CHECKED INITIALS
a. Grease the U-joints on each drive shaft.

Refer to lube key F on the lubrication chart.
b. Inspect both front and rear drive shafts for
binding, wear, vibration, etc. If U-joint damage or roughness is noted, both U-joints on a
given shaft must be replaced.
Refer to Section F for replacement procedures.
3
Front Suspensions - Drain the front suspension oil.

Disassemble and inspect the upper flange internal
bearing. Replace any worn parts. Refill the suspension with clean oil and recharge with nitrogen.
Refer to section H for service information on the suspensions.
Prelub System - Inspect system components for

damage, leakage, etc.
Body Guide - Inspect the body guide wear points for

excessive wear and damage. Replace as necessary.
P02056 10/11
P2-15
NOTES
P2-16
10/11 P02056
SECTION P3
AUTOMATIC LUBRICATION SYSTEM
INDEX
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3

GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
INJECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11
Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11
Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11
INJECTORS (SL-1 Series H)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
SYSTEM PRIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-13
Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-13
SYSTEM CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
Lubrication Controller Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
Lubrication Controller Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
Lubrication Controller Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
Lubrication Controller Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-16
PREVENTATIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-18
1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-19
PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-20
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-20
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-23
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-23
P03028 07/10
Automatic Lubrication System
P3-1
NOTES
P3-2
07/10 P03028
AUTOMATIC LUBRICATION SYSTEM

GENERAL DESCRIPTION
The automatic lubrication system is a pressurized
lubricant delivery system which delivers a controlled
amount of lubricant to designated lube points. The
system is controlled by an electronic controller which
signals a solenoid valve to operate a hydraulic motor
powered grease pump. Hydraulic oil for pump operation is supplied by the truck steering circuit.
Grease output is proportional to the hydraulic motor
input flow. A pump control manifold, mounted on top
of the hydraulic motor, controls input flow and pressure. A 24VDC solenoid mounted on the manifold
turns the pump on and off.
The pump is driven by the rotary motion of the
hydraulic motor, which is then converted to reciprocating motion through an eccentric crank mechanism. The reciprocating action causes the pump
cylinder to move up and down. The pump is a positive displacement, double-acting type pump. Grease
output occurs on both the up and the down stroke.
FIGURE 3-1. PUMP & RESERVOIR COMPONENTS

1. Hose From Filter
2. Outlet to Injectors
3. Hydraulic Motor
4. Pressure Reducing
Valve
5. Solenoid Valve
6. Test Switch
7. Vent Valve
8. Pressure Gauge*
9. Pump Assembly
11. Pressure Switch
12. Grease Reservoir
13. Vent Hose
NOTE: *Newer models do not come equipped with

a pressure gauge. A gauge may be installed in the
port if desired.
P03028 07/10
P3-3
During the down stroke, the pump cylinder is

extended into the grease. Through the combination
of shovel action and vacuum generated in the pump
cylinder, the grease is forced into the pump cylinder.
Simultaneously, grease is discharged through the
outlet of the pump. The volume of grease during
intake is twice the amount of grease output during
one cycle. During the upstroke, the inlet check valve
closes, and one half the grease taken in during the
previous stroke is transferred through the outlet
check and discharged to the outlet port.
Over-pressurizing of the system, modifying

parts, using incompatible chemicals and fluids,
or using worn or damaged parts, may result in
equipment damage and/or serious personal
injury.
DO NOT exceed maximum working pressure
for any component in the system.
DO NOT alter or modify any part of this
system unless factory authorization.
DO NOT attempt to repair or disassemble the
equipment while the system is pressurized.
Ensure all fluid connections are securely
tightened before using this equipment.
Read and follow the fluid manufacturer's
recommendations
regarding
fluid
compatibility.
Check all equipment regularly and repair.
Replace worn or damaged parts immediately.
This equipment generates very high grease pressure. Use extreme caution when operating this
equipment. Pressurized grease can pierce the
skin causing serious bodily injury. Adequate protection such as safety goggles and protective
clothing is recommended.
If fluid penetrates the skin, get medical care
immediately! Do not treat as a simple cut. Tell the
attending physician exactly what fluid was
injected.
P3-4
07/10 P03028
FIGURE 3-2. AUTOMATIC LUBRICATION SYSTEM ARRANGEMENT

Group Lube Location A
3 Injectors
Group Lube Location G
3 Injectors
Group Lube Location B
3 Injectors
Group Lube Location H
3 Injectors
Group Lube Location C
3 Injectors
Group Lube Location J
4 Injectors
Group Lube Location D
3 Injectors
Group Lube Location K
3 Injectors
Group Lube Location E
5 Injectors
Group Lube Location L
3 Injectors
Group Lube Location F
3 Injectors
P03028 07/10
P3-5
FIGURE 3-2. LUBE INJECTOR GROUPS
P3-6
Lube Group
Number of Injectors
Injector Point of Lubrication
RH front suspension, top

RH front suspension, rear A-arm
RH front suspension, front A-arm
LH front suspension, top

LH front suspension, rear A-arm
LH front suspension, front A-arm
RH steering cylinder, spindle

RH tie rod, spindle
RH front suspension, bottom A-arm
LH steering cylinder, spindle

LH tie rod, spindle
LH front suspension, bottom A-arm
RH steering cylinder, frame

LH steering cylinder, frame
LH tie rod, pivot
RH tie rod, pivot
Center steering pivot, frame
Rear axle, bottom LH bar frame

LH hoist cylinder, frame
Transmission, front mount
Rear axle, top front bar frame

Rear axle, bottom RH bar frame
RH hoist cylinder, frame
LH rear suspension, frame

LH hoist cylinder, body
LH body pivot
LH rear suspension, axle

Rear axle, top front bar, axle
Rear axle, top sway bar, axle
Rear axle, bottom RH bar, axle

LH rear suspension, frame
RH rear suspension, axle
Rear axle, top sway bar, frame

RH rear suspension, frame
RH hoist cylinder, body
RH body pivot
07/10 P03028
SYSTEM COMPONENTS
Filter
Solenoid Valve
A filter assembly mounted on the grease reservoir filters the grease from the shop supply. A bypass indicator alerts service personnel when the filter requires
replacement.
Solenoid valve (5), when energized, allows oil to flow

to the hydraulic motor.
Flow Control Valve

Hydraulic Motor and Pump
Hydraulic motor (3, Figure 3-1) and pump (9)
together are a fully hydraulic grease pump. An integrated pump control manifold is incorporated with the
motor to control input flow and pressure.
NOTE: The pump crankcase oil level must be
maintained to the level of the pipe plug port. Later
models are equipped with a dipstick (3, 3-6). Refill
with 10W-30 motor oil.
Hydraulic oil supply inlet pressure must not

exceed 20 685 kPa (3000 psi). Exceeding the
rated pressure may result in damage to system
components and personal injury.
Flow control valve (10) mounted on the manifold,

controls the amount of oil flow to the hydraulic motor.
The flow control valve has been factory adjusted. DO
NOT attempt to adjust the setting.
Vent Valve
Vent valve (7, Figure 3-1) opens and closes to control the pressure in the system. With the valve
closed, the pump continues to operate until maximum grease pressure is achieved. As this occurs,
the vent valve opens and allows the grease pressure
to drop to 0, so the injectors can recharge for their
next output cycle.
Injectors
Each injector (Figure 3-2) delivers a controlled
amount of pressurized lubricant to a designated lube
point.
Grease Reservoir
Grease reservoir (12) has an approximate capacity
of 41 kg (90 lb) of grease. When the grease supply is
replenished, grease entering the system passes
through the filter to remove contaminants before settling into the reservoir.
Pressure Reducing Valve

Pressure reducing valve (4), located on the manifold,
reduces the hydraulic supply pressure from the truck
steering circuit. Hydraulic pressure is reduced to an
operating pressure of 2240 to 2415 kPa (325 to 350
psi). The hydraulic motor operates at this pressure to
drive the grease pump. The pressure reducing valve
has been factory adjusted. DO NOT attempt to adjust
the setting.
P03028 07/10
Lubrication Timer
Lubrication timer (1, Figure 3-3) is a solid state controller providing a 24 VDC timed-interval signal to
energize solenoid valve (5, Figure 3-1). Operation of
the solenoid valve controls the oil flow to operate the
hydraulic motor. This controller is mounted in the
electrical compartment in the rear of the cab.
Pressure Gauge
Pressure gauge (8, Figure 3-1) monitors hydraulic oil
pressure to the inlet of the hydraulic motor.
NOTE: Newer models do not come equipped with a
pressure gauge. However, a gauge may be installed
in the port if desired.
P3-7
Pump Cutoff Pressure Switch (Optional)

Pump cutoff pressure switch (11, Figure 3-1) deenergizes the pump solenoid relay when the grease
pressure reaches the set pressure. This switch is
used when the lubrication controller dip switch is set
to controller.
Remote Fill Port

A remote fill port (1, Figure 3-4) is located on the RH
bumper. Indicator light (2) will illuminate when the
system grease level is full.
FIGURE 3-4. REMOTE FILL PORT

1. Fill Port
2. Indicator Light
FIGURE 3-3. LUBRICATION CONTROLLER

LOCATION
(Covers and controller panel, not shown.)
1. Lubrication Timer
P3-8
2. Cab Rear Electrical

Compartment
07/10 P03028
SYSTEM OPERATION
1. During truck operation, the lubrication controller
will energize the system at a preset time interval.
5. During this period, the injectors will meter the

appropriate amount of grease to each lubrication point.
2. The controller provides 24 VDC to energize the

pump solenoid valve. The solenoid controls the
hydraulic oil provided by the steering circuit.
The hydraulic oil drives the motor and pump.
6. When the timing period is complete, the controller will remove the power from the pump solenoid valve.
3. Hydraulic oil pressure from the steering circuit

is reduced to 2240 to 2413 kPa (325 to 350 psi)
by pressure reducing valve (4, Figure 3-5)
before entering the motor. The amount of oil
supplied to the pump is limited by flow control
valve (6). Pump pressure can be read using
gauge (5) mounted on the manifold.
4. With oil flowing into the hydraulic motor, the
grease pump suctions grease from the reservoir. Grease output from the pump flows
through check valve (10) to injectors (13) and to
vent valve (11).
7. After the pump solenoid is de-energized,

hydraulic pressure in the manifold drops and
vent valve (11) will open. When the vent valve
opens, grease pressure in the lines is released
to the injector banks. When this occurs, the
injectors are then able to recharge for the next
lubrication cycle.
8. The system will remain at rest until the lubrication controller turns on and initiates a new
grease cycle.
FIGURE 3-5. HYDRAULIC SCHEMATIC

1. Hydraulic Oil Return
2. Hydraulic Oil Supply
3. Pump Solenoid Valve
5. Motor Pressure Gauge
P03028 07/10

7. Hydraulic Motor
8. Grease Pump
9. Pressure Switch
10. Check Valve
11. Vent Valve

12. Orifice
13. Injector Bank
P3-9
INJECTOR OPERATION
STAGE 1.
Injector piston (2) is in its normal or rest
position. Discharge chamber (3) is filled with
lubricant from the previous cycle. With pressure applied from incoming lubricant (6),
slide valve (5) is about to open passage (4)
leading to measuring chamber (1).
STAGE 2.
When slide valve (5) opens to passage (4),
lubricant (6) is admitted to measuring chamber (1). This forces lubricant from discharge
chamber (3) through outlet port (7) to the
lubrication destination.
STAGE 3.
As injector piston (2) completes its stroke, it
pushes slide valve (5) past passage (4). This
stops further admission of lubricant (6) to
passage (4) and measuring chamber (1).
Injector piston (2) and slide valve (5) remain
in this position until lubricant pressure in supply line (6) is vented.
STAGE 4.
After venting, the injector spring expands,
causing slide valve (5) to move. As the valve
moves, passage (4) and discharge chamber
(3) connect through valve port (8). Further
expansion of the spring causes the piston to
move upward. This forces the grease into
measuring chamber (1) through passage (4)
and valve port (8). Discharge chamber (3)
refills.
The injector is now ready for the next cycle.
P3-10
07/10 P03028
LUBRICANT PUMP
Pump Housing Oil Level
The pump housing must be filled to the proper level
with SAE 10W-30 motor oil. Check the oil level at
1000 hour intervals. To add oil, remove plug (4, Figure 3-6) and fill the housing to the bottom of the plug
hole. Newer models are equipped with a dipstick (3).
Remove the dipstick and add oil to the proper level.
Pump Pressure Control
High pressure hydraulic fluid from the truck steering
system is reduced to 2240 to 2413 kPa (325 to 350
psi) by pressure reducing valve (1). The reducing
valve is located on the manifold on top of the pump
motor. Operating pressure can be read on the gauge
installed on the manifold. Occasionally check the
gauge to verify pressure is within the specified range.
The pressure reducing valve is not adjustable. If
operating pressure is not within limits, the pressure
reducing valve must be replaced.
P03028 07/10
FIGURE 3-6. PUMP CONTROLS

1. Pressure Reducing
Valve
2. Test Switch
3. Dipstick
4. Oil Level Plug

P3-11
INJECTORS (SL-1 Series H))

Injector Specifications
Each lube injector services only one grease
point. In case of pump malfunction, each injector
is equipped with a covered grease fitting to allow
the use of manual lubrication equipment.
Injector output volume:
Maximum output = . . . . . . . 1.31 cc (0.08 in3)
Minimum output = . . . . . . . 0.13 cc (0.008 in3)
Operating Pressure:
Minimum - . . . . . . . . . . 12 755 kPa (1850 psi)
Maximum - . . . . . . . . . . 24 133 kPa (3500 psi)
Recommended - . . . . . 17 238 kPa (2500 psi)
Maximum Vent Pressure - (Recharge)
4137 kPa (600 psi)
Injector Adjustment
The injectors may be adjusted to supply from 0.13 cc
to 1.31 cc (0.008 in3 to 0.08 in3) of lubricant per injection cycle. The injector piston travel distance determines the amount of lubricant supplied. Piston travel
is controlled by an adjusting screw in the top of the
injector housing.
Turn adjusting screw (1, Figure 3-7) counterclockwise to increase injector output and clockwise to
decrease injector output.
When the injector is not pressurized, maximum injector delivery volume is attained by turning the adjusting screw (1) fully counterclockwise. Turn until the
indicating pin (8) just touches the adjusting screw. At
the maximum delivery point, about 9.7 mm (0.38 in.)
of adjusting screw threads will be exposed. Decrease
the delivered lubricant amount by turning the adjusting screw clockwise to limit injector piston travel. If
only half the lubricant is needed, turn the adjusting
screw to the point where about 4.8 mm (0.19 in.)
threads are exposed. The injector will be set at the
minimum delivery point with about 0.22 mm (0.009
in.) thread exposed.
FIGURE 3-7. TYPE SL-1 INJECTOR

1. Adjusting Screw
2. Locknut
3. Piston Stop Plug
4. Gasket
5. Washer
6. Viton O-Ring
7. Injector Body Assy.
8. Piston Assembly
9. Fitting Assembly
10. Plunger Spring
11. Spring Seat

12. Plunger
13. Viton Packing
14. Inlet Disc
15. Viton Packing
16. Washer
17. Gasket
18. Adapter Bolt
19. Adapter
20. Viton Packing
NOTE: Piston assembly (8) has a visible indicator

pin at the top of the assembly to verify injector
operation.
NOTE: The information above relates only to the

adjustment of injector delivery volume. The timer
adjustment must also be changed if overall lubricant
delivery is inadequate or excessive. Do not adjust
Injector output to less than one-fourth capacity.
P3-12
07/10 P03028
SYSTEM PRIMING
The system must be full of grease and free of air
pockets to function properly. After maintenance, if the
primary or secondary lubrication lines were replaced,
it will be necessary to prime the system to purge
entrapped air.
1. Fill the reservoir with lubricant, if necessary.
2. To purge air from the main supply line, remove
the main supply line at the reservoir and connect an external grease supply to the line.
3. Remove plugs from each injector group in
sequence (right front, left front, and rear axle).
4. Using the external grease source, pump grease
until it reaches the injector group. Install the
pipe plug and repeat for the remaining injector
groups.
5. Remove the caps from each injector. Connect
an external grease supply to the zerk on the
injector. Pump until grease reaches the far end
of the individual grease hose or the joint being
greased.
Filter Assembly
Replace element (5, Figure 3-8) if bypass indicator
(2) indicates excessive element restriction.

1. Housing
2. Bypass Indicator
3. O-Ring
4. Backup Ring
5. Element
P03028 07/10
6. Spring
7. Bowl
8. O-Ring
9. Plug
P3-13
SYSTEM CHECK
To check system operation (not including timer), proceed as follows:
2. Actuate the lube system test switch at the reservoir/pump assembly.
The fourth dip switch is used to select memory off

or memory on. When the switch is set to memory
off, a lube cycle will occur each time power is turned
on. The lube cycle will start at the beginning of the on
time setting.
3. The motor and pump should operate until the

system attains 17 237 kPa (2500 psi).
When the switch is set to memory on, the controller

will function as follows:
4. Once the required pressure is achieved, turn

the pump motor off. The system should vent.
When power is turned off between lube cycles,

the lube cycle will resume at the point of interruption after power is restored. In other
words, the controller will remember its position in the cycle.
5. Check for pump, hose or injector damage.

Check for leakage with the system pressurized.
6. After checking the system, shut the engine off.
When power is turned off during a cycle, the

controller will reset to the beginning of the
lube cycle after power is restored.
Lubrication Controller Check

Pressing the manual lube button on the enclosure
cover will initiate a lube event. (See Figure 3-9).
Lubrication Controller Operation
Off time switch (1) is used to select units of time.

Possible time intervals are: 0.5, 1, 2, 4, 8, 15, 24 or
30. The mode switch determines whether the off time
units will be minutes or hours.
The time between lube events is determined by the

setting of the rotary switch and the dip switch. The
rotary switch selects the numeral setting, and the dip
switch selects the units in either minutes or hours.
Cover (3) contains three Light Emitting Diode (LED)

windows and a manual lube switch. The LEDs indicate system operation and status. When power is on,
a green LED will illuminate. When the pump is on,
another green LED will illuminate. A red LED will illuminate when an alarm condition occurs.
Lubrication Controller Components
The manual lube switch, when depressed, will initiate

a lube cycle.
Mode switch (2, Figure 3-9) consists of four dip

switches. The first dip switch controls the maximum
amount of on time, either 30 seconds or 120 seconds.
The second dip switch controls the mode, either
timer mode or controller mode. When the switch is
set to the timer mode, the amount of time that the
pump is on will be determined by the setting of the
dip switch - 30 seconds or 120 seconds. When the
switch is set to the controller mode, a pressure
switch must be installed in the lube supply line. The
pressure switch will detect supply line pressure, and
will reset the timer at a set pressure. If the pump fails
to reach the set pressure within the dip switch set
time, the controller will initiate an alarm.
The third dip switch is for selecting the units for the
off time. This setting is to be used in conjunction
with off time switch (1). Hours or minutes may be
selected.
P3-14
Lubrication Controller Adjustment

The lubrication controller is factory adjusted to the
following switch settings:
Dip switch 1 . . . . . . . . . . . . . . . . . . . . . . 120 seconds
Dip switch 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . timer
Dip switch 3 . . . . . . . . . . . . . . . . . . . . . . . . . . minutes
Dip switch 4 . . . . . . . . . . . . . . . . . . . . . . . memory off
Rotary Switch . . . . . . . . . . . . . . . . . . . . . 15 minutes
07/10 P03028
FIGURE 3-9. LUBRICATION TIMER

1. Off Time Switch
2. Mode Switch
P03028 07/10
3. Cover
P3-15
SYSTEM TROUBLESHOOTING CHART

NOTE: If the following procedures do not correct the
problem, contact a factory authorized service center.
Symptom
Pump Does Not Operate
Pump Will Not Prime
Pump Will Not Build

Pressure
Possible Causes
Corrective Action
Lube system not grounded.
Correct grounding connections to pump assembly and truck chassis.
Electrical power loss.
Locate cause of power loss and repair. 24 VDC

power required. Ensure key switch is ON.
Controller malfunction.
Replace the controller assembly
Solenoid valve malfunctioning.
Replace the solenoid valve assembly
Motor or pump malfunction.
Repair or replace motor and/or pump assembly.

Refer to the service manual for rebuild instructions.
Low lubricant supply.
Dirt in reservoir, pump inlet clogged, filter

clogged.
Air trapped in lubricant supply line.
Prime system to remove trapped air.
Lubricant supply line leaking.
Check lines and connections to repair leakage.
Vent valve leaking.
Clean or replace vent valve.
Pump worn or scored.
Repair or replace pump assembly. Refer to the

service manual for rebuild instructions.
NOTE: Normally during operation, the injector indicator stem will move into the
body of the injector when pressure builds. When the system vents and releases
pressure, the indicator stem will again move out into the adjusting yoke.
Injector Indicator Stem
Does Not Operate
Pressure Gauge Does Not

Register Pressure
P3-16
Malfunctioning injector - usually indicated by the pump building pressure

and then venting.
Replace individual injector assembly.
All injectors inoperative - pump build up

not sufficient to cycle injectors.
Service and/or replace pump assembly. Refer to

the service manual for rebuild instructions.
No system pressure to the pump motor.
Check hydraulic hose from steering system.
No 24 VDC signal at pump solenoid.
Determine problem in 24 VDC electric system.
Pressure reducing valve not functioning

properly.
Refer to Pump Pressure Control.
07/10 P03028
Symptom
Pump Pressure Builds Very
Slowly Or Not At All
Possible Causes
Corrective Action
No signal at solenoid.
Check timer.
No electric power to controller.
Turn on electric power to pump. POWER

LED should light, PUMP ON LED should
light when MANUAL LUBE is pressed.
PUMP ON LED is lit, But

Load Connected To Terminals 3 & 4 Will Not Energize
Printed circuit board failure.
Remove and replace.
Load Connected To Terminals 3 & 4 Energized, But

PUMP ON LED Does Not
Light
Printed circuit board failure or keypad failure.
Remove and replace.
Controller memory mode is off.
Switch controller memory mode to ON.
Injector output adjustment setting

too high.
Readjust to lower setting.
Timer/controller cycle time setting

too low.
Set to longer cycle time or reevaluate lube

requirements.
Injector output adjustment setting

too low.
Readjust injector output setting.
Timer/controller cycle time setting

does not deliver lubricant often
enough.
Set to shorter cycle time or reevaluate lube

requirements.
System too large for pump output.
Calculate system requirements per planning manual.
Controller Does Not

Operate
Bearing Points
Excessively Lubricated
Bearing Points Are Not

Sufficiently Lubricated
P03028 07/10
P3-17
PREVENTATIVE MAINTENANCE
Use the following maintenance procedures to ensure
proper system operation.
Daily Lubrication System Inspection
1. Check grease reservoir level.
Inspect grease level height after each shift of
operation. Grease usage should be consistent
from day-to-day operations.
3. Check the grease reservoir level.

a. Fill the reservoir as needed. Check the filter
bypass indicator when filling the reservoir.
Replace the element if grease is bypassing.
b. Check the reservoir for contaminants. Clean,
if necessary.
Lack of lubricant usage would indicate an inoperative system. Excessive usage would indicate a broken supply line.
c. Ensure all filler plugs, covers and breather

vents on the reservoir are intact and free of
contaminants.
2. Check filter bypass indicator when filling reservoir. Replace element if bypassing.
4. Inspect all bearing points for a bead of lubricant

around the bearing seal.
3. Check all grease feed line hoses from the SL-1

injectors to the lubrication points.
5. System Checkout
a. Repair or replace all damaged hoses.

b. Ensure all air is purged and all new hoses
are filled with grease before truck operation.
4. Inspect key lubrication points for a bead of lubricant around the seals. If a lubrication point
appears dry, troubleshoot and repair the problem.
NOTE: It is good practice to manually lube each
bearing point at the grease fitting provided on each
Injector. This will indicate if there are any frozen or
plugged bearings, and will help flush the bearings of
contaminants.
250 Hour Inspection

1. Check all grease hoses from the SL-1 injectors
to the lubrication points. See Figure 3-2.
a. Repair or replace all worn or broken hoses.
2. Check all grease hoses from the pump to the
SL-1 injectors.
a. Repair or replace all worn or broken hoses.
P3-18
a. Remove all SL-1 injector cover caps to allow

visual inspection of the injector cycle indicator pins during system operation.
b. Start the engine.
c. Actuate manual test switch (17, Figure 3-2).
The hydraulic motor and grease pump
should operate.
d. With the grease pressurized, check each SL1 injector assembly.
The cycle indicator pin should be retracted
inside the injector body.
e. When the system reaches 17 237 kPa (2500
psi), the pump should shut off. The pressure
in the system should drop to zero, venting
back to the grease reservoir.
f. With the system vented, check all of the SL-1
injector indicator pins; all of the pins should
be visible. Replace or repair injectors, if
defective.
g. Reinstall all injector cover caps.
h. Check controller operation.
NOTE: With the engine on, the lube system should
activate within 5 minutes. The system should build
13 790 to 17 237 kPa (2000 to 2500 psi) within 25-40
seconds.
07/10 P03028
i. If the system is working properly, the

machine is ready for operation.
j. If the system is malfunctioning, refer to the
troubleshooting chart.
1000 Hour Inspection
1. Check the pump housing oil level. Fill to the bottom of the plug hole with SAE 10W-30 motor oil.
Newer models are equipped with a dipstick (3).
Remove the dipstick and add oil to the proper
level.
P03028 07/10
P3-19
PUMP REBUILD
10. Remove the crankrod assembly (items 1
through 8) from the pump by unscrewing button
head screws (11) and pulling out wrist pin
bushings (12).
Be certain to bleed steering accumulators to
relieve hydraulic pressure and to relieve pump
outlet grease pressure before removing any
hoses or fittings.
11. Remove check seat (27) from reciprocating tube

(20).
NOTE: There is a 3/8 in. allen head socket in the
throat of the check seat housing to facilitate removal.
Disassembly
1. Remove four socket head screws (32, Figure 310). Separate manifold (37) from hydraulic
motor (42).
2. Remove pipe plug (45) and drain the crankcase
oil from pump housing (46).
3. Remove six screws (28). Remove housing
cover (29) and cover gasket (30).
4. Remove inlet screen (60), retaining ring (57)
and pull shovel plug (56) from housing tube
(55).
5. Remove two socket head screws (44).
Separate hydraulic motor (42) from pump
housing (46).
6. Remove two outlet pin nuts (50) from the pump
housing.
7. Remove the pump subassembly (items 1
through 27) from the pump housing. Pushing
the subassembly up with a 19 mm (0.75 in.)
diameter wooden or plastic rod against check
seat housing (27) is helpful.
12. Unscrew wrist pin anchor (13) from the

reciprocating tube and pull the plunger
assembly (items 8 through 19) from the tube.
13. Using a 13 mm (0.50 in.) diameter wooden or
plastic rod, push cup seal (21) and pump
cylinder (23) from the reciprocating tube.
14. Remove pump plunger (19) from plunger rod
(16). A spanner wrench, which uses the holes in
the pump plunger, is required.
15. Unscrew the plunger rod from plunger tube (10)
and slide off cup seal (15), backup washer (14)
and wrist pin anchor (13).
16. Unscrew the plunger tube from outlet pin (8).
17. To dismantle the crankrod assembly (items 1
through 7), remove flat head screws (1) and
counterweights (2).
18. Remove the small retaining rings (6) and press
the crank eccentric (7) out of the ball bearing
(8). Support the ball bearing on the inner race.
8. Remove housing tube (55) from the pump

housing by inserting a 19 mm (0.75 in.)
diameter rod through the inlet holes at the
bottom of the housing tube and unscrewing it.
9. Remove bronze bearing (51), O-ring (52),
backup washer (53), and O-ring (54) from the
housing tube.
P3-20
07/10 P03028
FIGURE 3-10. LUBE PUMP ASSEMBLY

1. Screw
2. Counterweight
3. Retaining Ring
4. Crankrod
5. Retaining Ring
6. Crank Eccentric
7. Ball Bearing
8. Outlet Pin
9. O-Ring
10. Plunger Tube
11. Screw
12. Wrist Pin Bushing
13. Wrist Pin Anchor
14. Backup Washer
15. Cup Seal
16. Plunger Rod
17. Spring
18. Steel Ball
19. Plunger
20. Reciprocating Tube
21. Cup Seal
22. O-Ring
23. Cylinder
24. Ball Cage
25. Steel Ball
26. O-Ring
27. Check Seat
28. Screw
29. Housing Cover
30. Cover Gasket
31. Gauge
32. Screw
33. Override Switch
34. Override Knob
35. Solenoid Valve
36. Connector
37. Manifold
40. O-Ring
41. Gasket
42. Hydraulic Motor
43. Washer
44. Screw
45. Pipe Plug
46. Pump Housing
47. Backup Ring
48. O-Ring
P03028 07/10
49. O-Ring
50. Outlet Pin Nut
51. Bronze Bearing
52. O-Ring
53. Backup Washer
54. O-Ring
55. Housing Tube
56. Shovel Plug
57. Retaining Ring
58. Orifice Fitting
59. Gasket
60. Inlet Strainer
P3-21
P3-22
07/10 P03028

1. Discard all seals and gaskets. Repair kits are
available containing all the necessary seals and
gaskets for reassembly. Refer to the
appropriate parts book.
4. Assemble wrist pin anchor (13), backup washer

(14), cup seal (15) and plunger rod (16) onto the
plunger tube. Tighten to 11 - 12 Nm (100 - 110
lb in.).
2. Clean and inspect the following parts. Replace

if excessive wear is evident:
5. Assemble spring (17), ball (18), and plunger

(19) on the plunger rod. Tighten the plunger to
11 - 12 Nm (100 - 110 lb in.).
Ball bearing (7)
Crank eccentric (6)
Crankrod (4)
Wrist pin bushings (12)
Plunger tube (10)
Pump plunger & upper check parts (19, 18 & 17)
Pump cylinder (23)
Check seat housing/lower check ball (27, 25)
Upper bronze bearing (51)
Housing tube (55)
Shovel plug (56)
Reciprocating tube (20)
6. Install reciprocating tube (20) onto wrist pin

anchor (13). Tighten to 27 - 34 Nm (20 - 25 lb
ft).
8. Assemble the crank rod assembly to the pump

with bushings (12) and button head screws (11).
Tighten the screws to 11 - 14 Nm (100 - 125 lb
in.).
9. Place pump subassembly (items 1 through 26)
into pump housing (46).
10. Install new O-ring (54), backup washer (53) and
O-ring (52) and bronze bushing (51) into
housing tube (55).
Assembly
Note: Use Loctite 242 (or equivalent) thread locker
on all torqued, threaded connections. Use extreme
care to prevent thread locker from flowing into
adjacent areas such as clearance fits and ball check.
Allow a minimum of 30 minutes cure time before
operating pump.
1. Support ball bearing (7, Figure 3-10) inner race
and press crank eccentric (6) into the bore.
Install small retaining rings (5).
2. Assemble the ball bearing assembly, large
retaining rings (3), and counterweights (2) in
crankrod (4), and install flat head screws (1).
Tighten to 11 - 12 Nm (100 - 110 lb in.).
3. Using new O-ring (9), install plunger tube (10)
on outlet pin (8). Tighten to 11 - 12 Nm (100 110 lb in.).
P03028 07/10
7. Install cup seal (21), O-ring (22), cylinder (23),

ball cage (24), ball (25), O-ring (26) and check
seat (27) into reciprocating tube (20). Tighten
the check seat to 27 - 34 Nm (20 - 25 lb ft).
11. Install housing tube assembly onto pump

housing (46). Make sure that reciprocating tube
(21) is inserted through both bushings. Using a
19 mm (0.75 in.) diameter rod through the inlet
holes at bottom of tube, tighten to 27 - 34 Nm
(20 - 25 lb ft).
12. Install shovel plug (56) and retainer (57).
13. Install new backup rings (47), O-rings (48 & 49),
and outlet pin nuts (50). Tighten to 41 - 47 Nm
(30 - 35 lb ft).
14. Install gasket (41) and motor (42) on pump
housing (46). Install washers (43) and socket
head screws (44). Tighten to 68 - 75 Nm (50 55 lb ft).
15. Install shovel plug (56) in housing tube (55).
Install retaining ring (57).
P3-23
16. Install gasket (30), cover (29) and six selftapping screws (28) on the pump housing.
17. Using new O-rings (40), install manifold (37) on
motor (42). Install socket head screws (33).
Tighten to 27 - 34 Nm (20 - 25 lb ft).
18. If removed, install pressure reducing valve (38)
into manifold (37). Tighten to 27 - 34 Nm (20 25 lb ft).
19. If removed, install flow control valve (39) into
manifold (37). Tighten to 27 - 34 Nm (20 - 25 lb
ft).
20. If removed, install solenoid valve (34) into
manifold (37). Tighten to 20 - 27 Nm (15 - 20 lb
ft).
21. With the pump assembly in its normal operating
position, add SAE 10W-30 motor oil to the
pump housing until the oil is level with the
bottom of pipe plug (45) hole. Install the pipe
plug.
P3-24
07/10 P03028
SECTION R
SYSTEM SCHEMATICS
INDEX
HYDRAULIC SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EM3670
HYDRAULIC SYSTEM SCHEMATIC (COLD WEATHER -40C) . . . . . . . . . . . . . . . . . . . . . . . . . . EM7477
BRAKE SYSTEM SCHEMATIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EL5433
HOOKUP SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS4490
ELECTRICAL WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS4400
CONNECTOR LOCATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .XC2627
R01087
Index
R1-1
NOTES
R1-2
Index
R01087
EM3670-1 FEB 08
HYDRAULIC SCHEMATIC
HD1500-7
A30001 & UP
EM7477-1 FEB 08
HYDRAULIC SCHEMATIC
COLD WEATHER (-40 C)
HD1500-7
A30035 & UP
EL5433-1 NOV 07
BRAKE SCHEMATIC
HD1500-7
A30001 & UP
XS4490-3 APRIL 09
HOOKUP SCHEMATIC
SHEET 1 - PAGE 1
HD1500-7 w/ SDA12V160 ENGINE
A30001 and UP
XS4490-3 APRIL 09
SHEET 1 - PAGE 2
XS4490-3 APRIL 09
SHEET 1 - PAGE 3
XS4490-3 APRIL 09
SHEET 1 - PAGE 4
Units 109 & Up
Units 109 & Up
Units 1 - 108
Units 1 - 108
XS4490-3 APRIL 09
HOOKUP SCHEMATIC
SHEET 2 - PAGE 1
A30001 and UP
XS4490-3 APRIL 09
SHEET 2 - PAGE 2
XS4490-3 APRIL 09
SHEET 2 - PAGE 3
XS4490-3 APRIL 09
SHEET 2 - PAGE 4
XS4401-1 AUGUST 08
ELECTRICAL SCHEMATIC
INDEX AND SYMBOLS

A30001 and UP
SHEET 1 OF 23
XS4402-1 AUGUST 08
MAIN POWER & STARTING CIRCUITS

A30001 and UP
SHEET 2 OF 23
XS4403-1 AUGUST 08
ELECTRONIC DISPLAY PANEL I/O'S

A30001 and UP
SHEET 3 OF 23
XS4404-1 AUGUST 08
ENGINE CONTROLS

A30001 and UP
SHEET 4 OF 23
XS4405-1 AUGUST 08
TRANSMISSION INPUTS

A30001 and UP
SHEET 5 OF 23
XS4406-1 AUGUST 08
TRANSMISSION CONTROLS

A30001 and UP
SHEET 6 OF 23
XS4407-2 AUGUST 08
RCM CONTROLLER INPUTS

A30001 and UP
SHEET 7 OF 23
XS4408-1 AUGUST 08
BRAKE SOLENOID CONTROLS

A30001 and UP
SHEET 8 OF 23
XS4409-1 AUGUST 08
VHMS CONTROLLER

A30001 and UP
SHEET 9 OF 23
XS4410-1 AUGUST 08
CONTROLLER COMMUNICATIONS

A30001 and UP
SHEET 10 OF 23
XS4411-1 AUGUST 08
MISCELLANEOUS CONTROL CIRCUITS

A30001 and UP
SHEET 11 OF 23
XS4412-2 AUGUST 08
TURN SIGNAL AND BRAKE LIGHTS

A30001 and UP
SHEET 12 OF 23
XS4413-1 AUGUST 08
FOG LIGHTS AND HEADLIGHTS

A30001 and UP
SHEET 13 OF 23
XS4414-1 AUGUST 08
WORK LAMPS & MISC. CIRCUITS

A30001 and UP
SHEET 14 OF 23
XS4415-1 AUGUST 08
AIR CONDITIONER / HEATER CIRCUITS

A30001 and UP
SHEET 15 OF 23
XS4416-1 AUGUST 08
24V/12V POWER CIRCUIT SUMMARY

A30001 and UP
SHEET 16 OF 23
XS4417-1 AUGUST 08
24V POWER CIRCUIT SUMMARY

A30001 and UP
SHEET 17 OF 23
XS4418-3 APRIL 09
FRAME & BATTERY GROUND CIRCUITS

A30001 and UP
SHEET 18 OF 23
XS4419-1 AUGUST 08
FRAME & ISOLATED GROUND CIRCUITS

A30001 and UP
SHEET 19 OF 23
XS4420-2 AUGUST 08
COMPONENT LOCATOR

A30001 and UP
SHEET 20 OF 23
XS4421-1 AUGUST 08
CIRCUIT NUMBER IDENTIFIER LOCATOR

A30001 and UP
SHEET 21 OF 23
XS4422-1 MARCH 09
HOT START SYSTEM (STANDARD SPEC)

A30001 and UP
SHEET 22 OF 23
XS4423-1 MARCH 09
HOT START SYSTEM (-50C SPEC)

A30001 and UP
SHEET 23 OF 23
XC2627-0 MARCH 11
CONNECTOR LOCATOR
A30109 & UP
SHEET 1 OF 4
XC2627-0 MARCH 11
CONNECTOR LOCATOR
A30109 & UP
SHEET 2 OF 4
XC2627-0 MARCH 11
CONNECTOR LOCATOR
A30109 & UP
SHEET 3 OF 4
XC2627-0 MARCH 11
CONNECTOR LOCATOR
A30109 & UP
SHEET 4 OF 4
www.komatsuamerica.com
Komatsu America Corp.

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Copyright 2011 Komatsu

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DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G

OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

KOMATSU HD1500-7 TRUCK

MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2

SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3

WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4

TORQUE TABLES AND CONVERSION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5

STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7

MAJOR COMPONENTS AND SPECIFICATIONS

The Komatsu HD1500-7 dump truck is powered by a

The HD1500-7 truck is equipped with a full time

Depressing the brake pedal, or operating the

The operator can manually apply both the front and

Major Components and Specifications

MAJOR COMPONENT LOCATION

Major Components and Specifications

13. Rear Suspension

. . . . . . . . . . . . . . . . . . . . . . . .Liters . . U.S Gallons

Engine . . . . . . . . . . . . . . . . . . 193 . . . . . . (51)

Rated . 1109 kW (1487 SAE Brake HP) @ 1900 rpm

Cooling System . . . . . . . . . . . 532 . . . . . . (141)

Flywheel . . . 1048 kW (1406 SAE HP) @ 1900 rpm

Fuel Tank . . . . . . . . . . . . . . . . 2120 . . . . . (560)

Weight (dry) . . . . . . . . . . . . . . . . .5813 kg (12,815 lb)

Transmission . . . . . . . . . . . . . 153 . . . . . . .(41)

Hydraulic System . . . . . . . . . 900 . . . . . . (238)

Differential . . . . . . . . . . . . . . . 297 . . . . . . .(78)

Automatic Electronic Shift Control with Automatic

Final Drive (each planetary) . 120 . . . . . . .(32)

Gear . . . . . . . . . . . . . . . . . . . . . kph . . . . . . . . mph

Brake (Tandem Gear) . . . . . 1512 l/min. (400 gpm)

Hoist Control Valve . . . . . . . . . . . . . . . . . Spool Type

Positions. . . . . . . . . . Raise, Hold, Float, and Lower

Relief Valve Setting . . . . . . . .18 960 kPa (2,750 psi)

Filtration . . . . . . . . . . . In-line Replaceable Elements

Reverse . . . . . . . . . . . . . . . . . . . 10.6 . . . . . . . . . 6.6

Transmission . . . . . . . . . . . . . .Dual, High Pressure

Final Drive . . . . . . . . . . . . . . . . . Plug-in Differential

Major Components and Specifications

Dump Body Capacity (Standard)

Overall Truck Dimensions

Major Components and Specifications

General Safety and Operating Instructions

Stopping The Engine Before Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12

General Safety and Operating Instructions

GENERAL SAFETY AND OPERATION

Clothing And Personal Items

Avoid loose clothing, jewelry, and loose long hair.

Never wear oily clothes as they are flammable.

Wear a hard hat, safety glasses, safety shoes,

Read and follow all safety precautions. Failure to

Only trained and authorized personnel can

Follow all safety rules, precautions and

Ensure all personnel understand all hand signals

Any modification made to this vehicle without

Before making any modification, consult the

Ensure all guards and covers are in their proper

Learn the proper use of safety features such as