Commander

Lubrication & Service

Manual
 Table of Contents
Introduction

I. Lubrication and Servicing

Lubrication
Engine Oil and Filter Replacement
Illustration I-II. Caterpillar Oil and Filter Change
Illustration I-IV. B Series Cummins Fuel-Water Separator and Fuel Filter
Illustration I-V. C Series Cummins Fuel-Water Separator and Fuel Filter
Caterpillar Fuel Filter and Fuel Water Separator
Illustration I-VI. Caterpillar Fuel-Water Separator and Fuel Filter
Air Filter
Illustration I-VII. Air Filter Replacement
Transmission Oil and Filter
Illustration I-VIII. Transmission Filters
Axle and Hub
Illustration I-IX. Axle and Hub Lubrication
Hydraulic Return Filter
Illustration I-X. Hydraulic Return Filter
Hydraulic Oil Change
Illustration I-XI. Hydraulic Tank Drain System
Hydraulic Pressure Filter
Illustration I-XII. Hydraulic Pressure Filter
Illustration I-XIII. Lubrication Points
37CFM Compressor
Illustration I-XIV. 37 CFM Compressor

II. Operational Adjustment

Hydraulic Pump Pressure
Standby Pressure
Illustrations II-I. and II-II.
Main Relief Pressure Check
Illustration II-III.
Main Pump Pressure
Train Rail Air Brake
Illustration II-IV. Train Rail Air Brake Valve
Rail Unit Rail Gauge Check
Illustration II-V.
Hydraulic Accumulator
Checking Pre-Charge
Illustration II-VI.

III. Trouble Shooting

Operation
Service
Rail Units
Railcar Moving and Stopping

IV. Lubricants
Table IV-I Lubricants

V. Capacities
Table V-I Engine Capacities

VI. Maintenance Schedule

Table VI-I Maintenance Schedule
Introduction
2
W elcome to the Shuttlewagon Service and Maintenance
Handbook. Within, you will find information for servic-
ing the different components of the Shuttlewagon, a chas-
2

sis lubrication chart, a trouble shooting guide, a recom-

mended maintenance chart, explanations on system adjust-
ments and the accumulator system.
4
4
I. LUBRICATION AND SERVICING
This section contains the maintenance and lubrication pro-
cedures. Also included are service specifications, adjust- 3
3
ments, lubrication capacities and filter elements.

QSB 6.7 QSC 8.3

Lubrication
Lubrication of the various components of the Shuttlewagon
should be done at regular intervals. Refer to the charts in
the Service illustrations section for service intervals, lubrica-
tion points and the type of lubricant to be used. Instructions
for lubrication and servicing of the more complicated sys-
tems are contained in the paragraphs pertaining to those
particular items.
Illustration I-II. Caterpillar Oil and Filter Change.
Water In Fuel Pre Filter
The following instructions are for both theCummins QSB 6.7
and QSC 8.3. Follow the instructions carefully and refer to
Illustration I-III. Remember, do not over tighten filters and
drain plugs. Refer to engine manual for more detailed speci-
fications.

Engine Oil and Filter Replacement Maintenance

The following oil and filter replacement instructions are for
both Cummins and Caterpillar engines. Refer to Illustrations
I-I and I-II. Always change the engine oil when the oil is
warm and do not over tighten filters and drain plugs. Refer
to the engine manual for more detailed specifications.
Run the engine until the water temperature reaches
+140F (+60C) then shut down engine.
Remove the drain plug from the oil pan. (item1)
Visually check the condition of the used oil.
Clean around the filter head (item 2), and remove the oil
filter. (item 3)
Remove any old gasket material off of the bottom of the
filter head. (item 4)
Fill the replacement filter with clean lubricating oil before
installation.
Replace new filter and tighten.
If an engine fault code indicates an SPN 97 error there
is water in the fuel.
To drain the water from the fuel open the drain cock
(item 1) to empty the water from the fuel filter (item 2).
Once drained of water, close drain cock.
Replacement
To replace the Water in Fuel Pre Filter unscrew the filter
(item 2) from filter head (item 3) and discard old
filter and O-ring (item 4).
Clean filter head and remove any parts of the old O-ring
still left.
Fill the replacement filter with clean fuel and replace.
(hand tighten only)
To prime the fuel system cycle the keyswitch to On for
thirty seconds then to Off. Repeat three more times to
fully prime the system before attempting to start the engine.

3 4
4
1 2 2

1
1
Illustration I-I. Caterpillar Oil Drain Plug.

QSB 6.7 QSC 8.3

Illustration I-III. Water In Fuel Filter.

Primary Fuel Filter
To change the primary fuel filter refer to Illustration I-IVI.
Remember, do not over tighten filters and drain plugs. Refer
to engine manual for more detailed specifications.
Remove filter (item 1) by unscrewing from filter head
(item3).
Discard old filter and O-ring (item 2).
Clean filter head and remove any parts of the old O-ring
still left.
Replace O-ring and new filter. Do not fill filter with fuel.
(hand tighten only)
To prime the fuel system cycle the keyswitch to On for
thirty seconds then to Off. Repeat three more times to
fully prime the system before attempting to start the engine.
3 Reinstall the drain plug (item 1).
3
2 2
1
1 Once warm, shift the transmission through all speed
Illustration I-V. Primary Fuel Filter Change.
Air Cleaner
Perform the following procedures to remove and replace the
air cleaner filter element. Refer to Illustration I-VI.
Remove filter cap (Item 1).
Loosen lower filter band clamp (item 2).
Release filter clamps (item 3).
Replace filter unit (item 4)).
Attach lower filter band clamp (item 2).
Position filter and clamp in place with filter clamps (item 3).
Replace filter cap (item 1).
Press top cover on the air indicator (item 5) to reset.
5
2
Illustration I-VI. Caterpillar Air Cleaner Change.
Transmission Oil and Filter
The Lubricant and filter should be changed after the first 20
hours of operation. After the initial lubricant and filter
change, it is recommended the filter be changed every 500
hours of operation and the lubricant be changed every 1000
hours of operation. Refer to Illustrations I-VII, I-VIII & I-IX.
Remove the drain plug (item 1) to drain the transmission.
Remover the filter (item 4) from the filter head (item 8).
Fill the replacement filter with fresh transmission oil.
Lubricate the seal (Item 5) with oil then install filter.
Tighten 3/4 turns after seal contacts filter head.
Check the inside of the transmission through the drain
hole for accumulation of sludge. Any accumulation
should be removed by flushing with transmission oil.
Remove the transmission breather filler cap (item 6) and
clean by agitating the filler cap in solvent until vent is
clear and dry with compressed air.
Fill transmission with 5 gallons of transmission fluid.
Start engine and run at idle speed to fill the transmission
cooler and lines with transmission fluid, and add
transmission fluid as necessary to keep the fluid level at
the Full mark (item 7).
Allow engine to run 10 to 15 minutes or until it reaches
normal operating temperature.
ranges, forward and reverse to ensure that all areas of
the transmission and clutchs are lubricated.
With the transmission in neutral N, recheck the oil level
and add oil as necessary to bring oil level to Full mark
on dip stick.
Reinstall breather filler cap (item 6).
1
Illustration I-VII. Transmission Oil Change.
 Caution:
Do not overfill hubs. Seal damage could occur.
6 Note!
8 Recheck rear differential after refilling hubs for correct oil
level.
5 (Non-Steer axles have floating axles)

Hydraulic Return Filter

The following are instructions for servicing the hydraulic
return filtration system located in the top of the hydraulic
4 tank.

Illustration I-VIII. Transmission Oil Filter Change.
7 Remove spring (item 4) and Bypass Valve Assembly
Full Add
Illustration I-IX. Transmission Dip Stick.
Caution:
Do not overfill the transmission or
allow it to operate with insufficient fluid.
Axle and Hub
The following section includes detailed instructions on the
lubrication and service of the axle and hub assemblies.
Refer to Illustration I-X.
Clean around filter cap and loosen retaining bolts (item 1).
Remove filter cover (item 2) by pressing down and turn-
ing clockwise and aligning bolt heads with cutouts on lid
(item 3).
(item 5).
Remove old filter (item 6) and replace with new filter.
Replace Bypass Valve Assembly, spring, and filter cover.
Turn cover counter clockwise to lock against bolt heads
and tighten bolts. (Do not overtighten bolts)
4
1
2
5

Remove the drain plug (item 1). 6

When the oil has drained completely, reinstall the drain plug.
Remove the breather (item 2).
Clean the breather in solvent and dry with compressed air.
Reinstall the breather. 3
Remove the fill plug (item 3).
Fill the axle with oil until oil starts to flow from the fill plug Illustration I-XI. Hydraulic Oil Filter Change.
hole. Reinstall the fill plug.
Maneuver the Shuttlewagon to position the hub with the Hydraulic Oil Change
drain/fill plug (item 4) at the bottom. The following are instructions for changing the hydraulic oil.
Remove the drain fill plug (item 4) and allow all hub oil to Refer to Illustration I-X and I-XI.
drain. Remove the drain plug (item 1) located on the drain line
Once drained, rotate the wheel 90 to bring the drain/fill (item 2) in the front coupler housing well.
port to the fill position (inset Fill). Open the ball valve (item 3) to drain oil. (Note: the
Add the correct oil slowly until the oil starts to flow back hydraulic tank contains approximately 40 gallons of oil).
out of the drain/fill port then reinstall the drain plug. It may be necessary shut off the oil flow several times
Repeat the above steps for the three remaining hubs. while draining the tank to empty the waste oil container.)
Drain 2 When the hydraulic tank is empty close the ball valve
(item 3) and reinsert the hose end drain plug (item 1).
3 Clean all dirt and debris from around the cap. Remove
the hydraulic filler cap and refill with 40 gallons of
hydraulic oil.
4 Start and idle engine till it reaches normal operating
Fill temperature to warm the oil, and check oil level in the
1 temperature/sight gauge (item 4). Oil level should be
between the high and low marks when the oil is
warm.
Illustration I-X Always check oil level in road condition.
 Caution:
Operating the Shuttlewagon with the pump supply
or case drain valve closed will result in
2 serious pump damage.

General Lubrication

1. Rail Wheels (4 ea)

1
3 6. Rail Unit Cylinders (8 ea)
4 9. Drive Shaft Slip Yokes (2 ea)
Illustration I-XII. Hydraulic Oil Change.
Hydraulic Pressure Filter
The following instructions are for changing the hydraulic
pressure filter.
Close the Pump Case Drain Valve (item 1) and the Pump
Supply Valve (item 2).
Unscrew the Hydraulic Pressure Filter housing (item 3).
Remove and replace the filter element (item 4).
Reopen the Pump Case Drain Valve and Pump Supply
valves. Recheck hydraulic oil level in sight gauge (item 5).
Refer to illustrations below for exact locations
2. Wear Plate (2 ea)
3. Coupler Retainer (2 ea)
4. Coupler Eye Bolt Pin (2 ea)
5. Grease under Coupler Housing Boxes (2 ea)
7. Rail Arm Bushings (8 ea)
8. Drive Shaft U-Joints (4 ea)
10. Drain and Refill Oil Filled Hubs (4 ea)
11. Drain and Refill Axle Housings (2 ea)
12. Steer Cylinder Ends (4 ea) (400 Series)
13. Steer Cylinder Ends (8 ea) (500/600 Series)
14. King Pins (4 ea) top and bottom (400 Series)
15. King Pins (8 ea) top and bottom (500/600 Series)
16. Tie Rod Ends (2 ea) (400 Series)
17. Tie Rod Ends (4 ea) (500/600 Series)
18. Oil Straight ahead Assemblies (1 on 400 Series) (2 on
500/600 Series)
Refer to following illustrations for exact locations
1

2
4

4 5

5
3

3
Illustration I-XIII. Pressure Filter Replacement.
 Remove old air filter and insert new air filter.
12 13 Reassemble filter and breather covers.
3
2 1

7 4 5

Radiator Coolant
9 14 15 To replace engine coolant. Open the radiator drain cock and
remove the coolant surge tank cap and the coolant recovery
8 cap. Do this only when the engine and coolant are cool. The
surge tank cap is sealed and the surge tank will be pressur-
11 ized if the coolant is hot. Once the old coolant has drained
close the radiator drain cock and replace coolant through
the surge tank. Start and run the engine to pull coolant
11 10 thoughout the engine and add coolant as the level drops.
Once the coolant level in the surge tank remains level stop
the engine and fill the surge tank to about one inch from the
top and replace the surge tank cap. Add coolant to the
coolant recovery tank until level is half way in the sight
gauge and replace the cap. Coolant may be added to the
Non-Steer recovery tank to maintain coolant level.
Steer
16 17
10 Welding
Proper welding procedures are necessary in order to avoid
damage to the engines ECM, sensors, and associated
components. If at all possible, the component that is to be
18 welded should be removed from the machine for welding. If
removal of the component is not possible, the following pro-
cedure must be followed when welding on a machine that is
equipped with an electronic engine. This procedure is con-
sidered the safest and should provide minimum risk of elec-
tronic component damage.

Disconnect the batteries positive and negative ground wires.

Atlas Copco Air Compressor
The following instructions are for servicing the Atlas Copco
air compressor air and oil filters.
To check lubricant in the compressor use sight glass
(item 1) to check the oil level in the case.
To replace lubricant, unscrew the case plug (item 2) and
drain crankcase.
Replace case drain plug. Remove filler cap (item 3) and
fill crankcase with synthetic compressor oil. Replace filler
cap.
Remove breather cover (item 4), and remove filter cover
(item 5).
Disconnect the cable to the alternator as a safety precaution
also.
II. OPERATIONAL ADJUSTMENT
This section contains the procedures for adjusting hydraulic
pressure, rail air brake pressure, hydraulic oil flow for the
37cfm compressor and rail unit gauge. If you have ques-
tions, contact your local dealer or the manufacturer. (816)
767-0300
Hydraulic Pump Pressure
The following directions are for adjusting the standby and
main pressure for the hydraulic pump.

Stand-by Pressure
1. Connect a 0-3000 PSI test gauge to the quick disconnect
fitting (item 1) on the PTP port on the main hydraulic block.
2. Start engine and warm hydraulic oil to normal operating
temperature.
3. Disconnect the wire on the air pressure switch at the
governor to disable remote air compressor (item 2).
4. Position all rail units in the up position and switch to
1
2 wheels in the full down position. To measure gauge, mea-
4
5
3
Road Mode.
5. Turn all other hydraulic components off. This places the
pump in Stand-by mode.
6. Remove the acorn head cap on the hydraulic pump (item 3).
The stand-by adjuster is an allen-head screw under the cap.
7. Normal stand-by pressure is 500 PSI.
8. Turn adjuster to increase or decrease pressure as needed.
9. After adjusting, reconnect the wire to the air compressor
switch on the governor and allow the compressor to run
till it shuts off.
10. Once the correct pressure is achieved, reinstall acorn
head cap, and perform the main pressure check.
Main Relief Pressure Check
Hold the Rail Gear switch in the up position.
Check the relief valve pressure by unscrewing the upper
acorn cap (item 4) and adjusting the allen head screw in
until the gauge stop moving. This indicates the setting for
the pressure relief valve.
If the gauge indicates a pressure other than 2850, the
main pressure relief valve will need to be adjusted.
Caution:
Do not exceed 3000 PSI before adjusting the pressure
relief valve down.
To adjust the main pressure relief, loosen the locking nut
on the main pressure relief valve (item 5)located on the
front of the main hydraulic manifold, and adjust the
pressure by turning the allen headed shaft, until the
gauge stabilizes at 2850 PSI.
Once the pressure is set, retighten the locking nut.
Main Pump Pressure
With the Rail Wheels in the up position, adjust upper
allen set screw (item 4) till pressure indicates 2600 PSI,
and replace acorn cap.
Rail Unit Rail Gauge Check
Rail gauges on both front and rear rail units are 53-7/16
plus or minus 1/16mesured from the bottom of the rail
sure from inside flange on rail wheel to inside flange on
opposite rail wheel with the rail unit in the down position on
the surface of the rail, or on floor if the unit is not on rail.
53-7/16" + 1/16"
Hydraulic Accumulator
The Shuttlewagon is equipped with a hydraulic accumula-
tor, which is capable of producing high pressure and could
cause injury if not released properly.
Warning:
Never use oxygen or shop air!
This will void all warranties and can be dangerous.
Pre-charge with DRY NITROGEN GAS ONLY!
Never operate accumulator without proper nitrogen gas
pre-charge. Release all system hydraulic pressure
before attempting any maintenance or service.
Use only approved charging and gauging equipment for
precharging and pressure check.
Follow all instructions below:
1. If accumulator is installed, turn off all power to system (all 1
dash panel switches set to off), remove all hydraulic
pressure from accumulator. If accumulator is not yet

NOTE:

;;
;
(5000-PSI accumulators do not have a valve core. The 3

;;
;
gas valve must be manually opened by turning its top 15 5
hex, counter clockwise). 13

;;
;
4
installed, place a small amount of fluid inside the unit for 2
lubrication.
12
2. Remove the protective cap (gas valve guard) and the
valve cap (if there is one).
3. Attach the gland & nut portion (items 8, 11) of the charg- 9 10
ing assembly to a dry nitrogen gas bottle, tighten
securely. If this gland & nut do not fit, you are using the
wrong gas!
4. Attach the air chuck portion (item 2) of the charging 11 8
7 6
WARNING:
Initial pre-charging at a rate above 25 psi can cause
bladder to burst.
14
assembly to the accumulator bladder gas valve by hand
tightening its swivel hex connection. Checking Pre-charge
5. Turn the air chuck T Handle clockwise until it stops.
This opens the valve core. 1. Release system pressure. Not gas pre-charge.
6. Set nitrogen bottle gas regulator (if attached) to 25 psig. 2. Remove gas valve guard (protective cap) and valve cap.
(The use of a nitrogen gas regulator is strongly 3. Install gauging device on gas valve stem.
recommended!) 4. Screw down air chuck T Handle, check pressure.
7. Open nitrogen bottle gas valve. (If you are not using 5. Add additional dry nitrogen gas, if necessary, using the
nitrogen gas regulator care should be taken to only above procedure.
6. To release excess nitrogen gas (if any) open up bleeder
WARNING: valve (Item 9), located at bottom of gauging device, until
Operation of accumulator without sufficient pre-charge desired pressure is achieved (maximum 600 PSI).
(minimum of 25% of maximum working pressure)
can cause bladder to pick-out. TYPE
1 AI-CG3-000SS 3000psi WP Max. 2200 psi, N2 3000 psi gauge
crack the valve open.) With a regulator, valve can be 2 AI-CG5-000SS 3000psi WP Max. 2200 psi, N2 5000 psi gauge
opened fully.
8. Pre-charge slowly (25 psig) using the dry nitrogen gas 1. Pressure gauge 9. Bleed Valve
until bladder is fully inflated. 2. Air Chuck 10. Copper Washer
9. Continue pre-charging to desired pressure (600 PSI) by 3. Adapter Block 11. Nut
4. Swivel Connector 12. Head Assembly
increasing gas flow slowly. 5. Tank Valve 13. Gauging & Head Assy.
10. Remove charging assembly. Check for gas leakage. 6. Coupling 14. Hose Assy.
(The use of gas leak detection fluid is recommended.) 7. Hose 15. Valve Core
11. Tighten hex jam nut and lock nut fully. 8. Nipple (Gland)
12. Replace the valve cap and valve guard. Tighten, hand
tight.

Gas Safety Cap

The plastic safety cap, located at the top of the
valve guard (protective cap), is designed to
blow-off if there is a valve stem gas leak.
If cap is missing, check pre-charge immediately!

13. Install accumulator on system. CHECK FOR LEAKS.

14. Pressurize system.
Diagnostics
MESSAGE WINDOW
Important messages about Shuttlewagon operating condi-
tions are displayed on a white banner at the bottom of each
screen. These messages will alert the operator of faults
occurring in the vehicle controls, engine, or transmission.
ENGINE FAULT MESSAGES
WARNING STOP ENGINE
Severe engine malfunction. Stop the engine immediately, if
the Shuttlewagon is in a safe location. Check diagnostic
codes.
ENGINE WARNING
Engine malfunction. The engine does not need to be
stopped immediately, but prompt action is strongly recom-
mended. Check diagnostic codes.
ENGINE PROTECT
Engine malfunction probably not related to electronic con-
trols. Check operating conditions and proceed with caution.
Check diagnostic codes. Example: High coolant tempera-
ture.
ENGINE MALFUNCTION
An engine emissions fault has occurred. Check diagnostic
codes.
ENGINE DIAGNOSTIC CODES
Press F11 to access the diagnostics screen.
Press F1 on the diagnostics screen to access the engine
screen.
Engine fault codes are shown at the top of the first engine
screen.
Engine fault codes consist of two numbers, an SPN and an
FMI.
SPN Suspect Parameter Number, identifies the trouble
source, may be a system, component, or parameter
FMI Failure Mode Identifier, identifies the type of failure
Refer to the Shuttlewagon Standard Engine Fault Codes
(SAE J1939) table for a summary of these codes. More
detailed troubleshooting information is available in the
engine manufacturers literature.
TRANSMISSION DIAGNOSTIC CODES
The transmission gear indicator will display ERROR if a
fault has occurred.
The message window will also display TRANSMISSION
FAULT.
Press F11 to access the diagnostics screen.
Press F2 on the diagnostics screen to access the transmis-
sion screen.
The transmission fault code is shown at the bottom of the
transmission screen.
The transmission repair manual provides detailed trou-
bleshooting information for each code. Refer to Diagnostic
Trouble Codes (DTC).
LOW RAIL PRESSURE
Rail pressure has dropped below 200 psi.
Gap or obstruction in rail has caused abrupt movement
of rail cylinder
Pressure control valve malfunctioning or set incorrectly
Hydraulic pump malfunctioning or set incorrectly
Hydraulic leak or hose failure
Pressure sensor malfunctioning
Broken electrical connection
LOW HYDRAULIC PRESSURE
Hydraulic pump pressure has dropped below 160 psi.
Hydraulic pump malfunctioning or set incorrectly
Hose failure
 Switch malfunctioning Control lever malfunctioning
Broken electrical connection Computer settings incorrect (check factory settings)
Broken electrical connection
LOW AIR PRESSURE
FOOT THROTTLE FAULT
Compressor malfunctioning
Air system leak The foot throttle signal is outside of the normal operating
Switch malfunctioning range.
Broken electrical connection
Foot pedal malfunctioning
Computer settings incorrect (check factory settings)
FRONT WHEELS NOT STRAIGHT Broken electrical connection
REAR WHEELS NOT STRAIGHT
TRAIN BRAKE FAULT
Alarm may be activated intermittently traveling on rough rail
or through switches and crossings. The train brake signal is outside of the normal operating
range.
Wheels are held in place with hydraulic cylinders. Some
small movement will occur during normal operation. While Control lever malfunctioning
stopped, unlock steering, center wheels, and re-lock steer- Computer settings incorrect (check factory settings)
ing.
Broken electrical connection
Loose steering bushings.
LOW FUEL LEVEL
Hydraulic steering lock valves malfunctioning.
Cylinder seal or hose leak Unexpected activation of the low fuel alarm may indicate
Switch malfunctioning other fuel system problems.
Broken electrical connection
Switch assembly out of adjustment Fuel leak
Fuel level sender malfunctioning
LOW ACCUMULATOR PSI Computer settings incorrect (check factory settings)
Broken electrical connection
The accumulator is an important safety back up, which
maintains rail gear pressure if the hydraulic pump fails. TRACTION CONTROL ACTIVE

It requires up to 2 minutes for the accumulator to charge Continuous or unexpected activation of the traction control
during start up. active alarm may indicate a system fault.

Low nitrogen pre-charge. Excessive tire wear or wrong tire size

Accumulator malfunctioning. Wheel speed sensor malfunctioning
Hydraulic leak or hose failure Transmission speed sensor malfunctioning
Switch malfunctioning Broken electrical connection
Broken electrical connection Rail wheel is not turning freely
HIGH HYDRAULIC TEMP ABS ACTIVE

High ambient temperatures Continuous or unexpected activation of the antilock brake

Excessive air compressor operation (check for air leaks alarm may indicate a system fault.
on Shuttlewagon and railcars)
Hydraulic system malfunctioning valve sticking, pump Excessive tire wear
out of adjustment, etc. Wheel speed sensor malfunctioning
Switch malfunctioning Transmission speed sensor malfunctioning
Broken electrical connection Broken electrical connection

HAND THROTTLE FAULT HIGH TRANSMISSION TEMP

The hand throttle signal is outside of the normal operating Transmission oil temperature is above 250F.
range.
High ambient temperature
 Wrong gear for vehicle speed/load
Blockage in oil filter, strainer, or hoses
Transmission oil low, deteriorated, or wrong grade
Brakes not released
Transmission cooler damaged or blocked
Fan malfunctioning
Use the P1 knob to enter the password. Press F8 to verify
the correct password. If the password is correct, the display
will automatically change to the factory settings screen. If
the password is incorrect, the screen will not change. Press
F4 to return to the set screen.
FACTORY SETTINGS SCREEN

Electronic Settings
SET SCREEN
Press F12 to access the set screen.

F1 Restores all settings to the original factory settings

Pressing the F1 button toggles the transmission setting
between automatic and manual modes. This setting is
stored into the computer memory until changed.
F2 Shows the Options Screen (if applicable)
F3 Shows the Settings Screen
F4 Shows the Change Password Screen
C Shows the Calibration Screens

Pressing the F2 button toggles between foot and hand throt- SETTINGS SCREEN
tle modes when the unit is in rail mode. This setting is
stored into memory until changed. The foot throttle is re-
engaged when in road mode.

Pressing the F3 button engages the fast idle setting allow-

ing the engine to idle at 1600 RPM. This is useful for
increasing pump efficiency for the hydraulics and air com-
pressor. This setting is not stored into memory, and will
reset to normal idle when the parking brake is released.

Pressing the F4 button toggles the traction assist between

standard and alternate settings. This setting is not stored
into memory and will reset to the standard setting if the
vehicle is shut down.

PASSWORD SCREEN
From the Set Screen press F8 to accesss the Password From the Factory Setting Screen Press the F3 button to
Screen. access the Settings Screen.
The F1 button toggles between the 500/600 series and the
400 Series.
The F2 Button toggles the ABS/ATC to on or off.
The P1 knob adjusts the Standard Deadband setting.
(Deadband is the allowable slippage of the tires measured
in ft. per minute). Fatory setting is 50 ft. per min. This set-
ting can be adjusted from 0 to 99.
The P2 knob adjusts the Alternate Deadband setting.
The F8 button stores the adjusted settings into memory.
Once stored these settings can be toggled between through
the set screen F4 traction assist button.
Caution:
Increasing deadband settings can contribute to reduced
tire life.
CHANGE PASSWORD MAX CTS Highest possible signal from input device, set
From the Factory Setting Screen Press the F4 button to using P1 knob on maximum settings screen
access the Change Password Screen.
MIN EU Lowest desired output related to input device, set
using P2 knob on minimum settings screen
MAX EU Highest desired output related to input device, set
using P2 knob on maximum settings screen
SAVE Press F7 to store new values in memory
Example:
Use F5 and F6 to set the input to TBP.
Move the train brake control lever from release to apply and
watch the ACTUAL CTS (counts) reading. Record the high-
est and lowest ACTUAL CTS readings. The train brake con-
trol lever normally produces a signal from about 48 CTS in
the apply position to 480 CTS in the release position.
Use the MIN (F15) and MAX (F16) keys to toggle between
Use P1 knob to enter a new password. Press F8 to store the minimum and maximum settings.
the new password into memory. Press F4 to return to the On the MIN screen, use the P1 adjustment knob to set MIN
factory settings screen. CTS to the lowest ACTUAL CTS reading, and press the
SAVE key (F7).
CALIBRATION SCREEN
From the Factory Setting Screen Press the C button to On the MAX screen, use the P1 adjustment knob to set
access the Calibration Screen. MAX CTS to the highest ACTUAL CTS reading, and press
the SAVE key (F7).
CTS settings calibrate the computer to properly read the
train brake control lever. Engineering unit (EU) settings cali-
brate the computer to produce the desired train brake pres-
sure.
On the MIN screen, use the P2 adjustment knob to set the
MIN EU to 1950, and press the SAVE key (F7).
On the MAX screen, use the P2 adjustment knob to set the
MAX EU to 3900, and press the SAVE key (F7).
These settings will normally produce a minimum train brake
pressure of about 45 psi and a maximum train brake pres-
sure of about 90 psi.
If the actual pressures shown on the gauge are unsuitable,
the MIN EU and MAX EU values can be adjusted.
INPUT Use F5 and F6 to select a device:
As the MIN EU and MAX EU values are adjusted and
saved, the train brake pressure will change accordingly.
FRPT Front Rail Pressure Transducer
RRPT Rear Rail Pressure Transducer Note:
HTP Hand Throttle Potentiometer The red emergency stop valve will automatically reset if the
FTP Foot Throttle Potentiometer pressure drops too low. Be sure to set MIN EU high
FLS Fuel Level Sender enough that the emergency stop button holds with the train
TBP Train Brake Potentiometer brake lever in the apply position.

MIN/MAX Use F13 and F14 to move between minimum and
maximum setting screens.
COUNTS (CTS) Signal from input device, voltage and cur-
rent are typical inputs
Engineering Units (EU) Output parameter related to input
device
ACTUAL CTS Actual signal from the input device
MIN CTS Lowest possible signal from input device, set
using P1 knob on minimum settings screen
RESTORING FACTORY SETTINGS
If settings are lost or corrupted, return to the factory settings
screen and press F1 to restore all settings to the factory
defaults.
RESETTING FAULTS
Press ESC on any screen to reset non-critical fault condi-
tions. If the fault condition persists, the alarm or fault mes-
sage will return. Faults originating from the engine and
transmission cannot be reset with this function.
III. TROUBLE SHOOTING Rail Guide Wheels Flanging To One Side
If you develop a problem with the Shuttlewagon during
Steering tires not locked straight with vehicle
operation, refer to the problems and possible causes listed Low tire pressure
below. If a problem should occur check for the simplest Vehicle brakes partially applied
cause first. You may wish to contact the nearest Track leaning to one side
Shuttlewagon dealer for assistance or contact Central Front suspension urethane pads worn out
Manufacturing service department. Hydraulic cylinder internal leak
Rail gear out of alignment
Problem/Possible Cause:
Operator Panel is ON, but display is malfunctioning
PROBLEMS DURING OPERATION
Symptoms:
Premature Tire Wear
Rear axle not engaged Red block on screen
Excessive tire spin Unexpected reset during operation
Load too heavy Readouts show no data or appear faint
Railcar hand brakes not released
Contaminates on rail Causes:
Rail pressure set incorrectly
Railcar air brakes not fully charged CAN Bus network has broken electrical connection
Incorrect tire pressure
Vehicle controller malfunctioning
Foot valve malfunction
ABS/Traction control disabled Vehicle controller has lost power, check fuses and
electrical connections
Shuttlewagon Brakes Will Not Apply Operator Panel malfunctioning
Low air pressure Operator Panel CAN Bus speed is set incorrectly
Air leaks Low electrical system voltage, vehicle controller or
Air in brake fluid operator panel has reset
Low brake fluid level in master cylinder
Axle seals leaking oil on brake pads Operator Panel does not turn ON
Foot valve malfunction
No power, check fuses and electrical connections
Shuttlewagon Will Not Steer
Steering locked in rail mode Operator Panel malfunctioning
Low hydraulic oil level Low electrical system voltage
Steering cylinders internal leak
Dual steer axles in crab position Traction Control malfunction Tires slipping
Low hydraulic pump pressure settings The traction control system normally allows tire slip up to
Hydraulic pump failure 1/2 mph to maximize tractive effort.
Steering relief valve not set properly
Steering control unit malfunction Excessive tire wear or wrong tire size
Wheel speed sensor malfunctioning
Shuttlewagon Will Not Move
Transmission speed sensor malfunctioning
Parking brake switch not released
Low hydraulic brake release pressure Broken electrical connection
Transmission shift control malfunction Traction Control is disabled in computer factory settings
Transmission malfunction, check fault codes Wrong model size selected in computer factory settings
Transmission oil low
Transmission solenoid malfunction ABS malfunction Tires locking

Derailing (general) Excessive tire wear or wrong tire size

Steering tires not locked straight with vehicle
Wheel speed sensor malfunctioning
Excessive vehicle speed
Rail pressure set incorrectly Transmission speed sensor malfunctioning
Hydraulic pump pressure too low Broken electrical connection
Moving more than vehicle rated capacity ABS is disabled in computer factory settings
Bad track and or conditions Wrong model size selected in computer factory settings
Rail wheel flanges worn out
ABS Modulator Valve malfunctioning
Rail wheel gauge out of tollerance
Rail wheels loose on spindles Rail wheel is not turning freely
Rail arm bushings seized/frozen
Poor tire condition, low tire pressure or incorrect tire size
SERVICE PROBLEMS RAILCAR MOVING AND STOPPING

Front Axle Will Not Engage Will Not Pull Cars

Fuse blown Rear axle not engaged
Wire disconnected Railcar hand brakes not released
Solenoid malfunction Railcar air brakes not fully charged
Switch defective Rail pressure regulating valves adjusted too high
Faulty disconnect relay Railcar brakes not released
Moving more than rated vehicle capacity
Transmission Overheating Severe track conditions
Low transmission oil Traction control malfunction
Speed range too high
Cooler hoses blocked Railcar Brakes Will Not Release
Oil filter clogged Railcar air brakes not fully charged
Oil strainer clogged Railcar air shutoff valve closed
Wrong transmission oil Rail air reservoir air pressure too low
Transmission oil burned Railcar hand brakes not released
Transmission cooler blocked Contamination in rail brake pipe or valves
Moving more than rated vehicle capacity Train brake control set incorrectly
Railcar hand brakes not released Train brake control handle out of adjustment
Railcar air brakes not released Insufficient time to release railcar air brake system
Thermal bypass valve malfunction
Railcar Brakes Will Not Apply
Hydraulic Pump Noise Rail air brake system not fully charged
Hydraulic oil cold Contamination in rail brake pipe or valves
Hydraulic oil contaminated Air hoses and valves not connected correctly
Hydraulic pressure filter clogged Train brake control set incorrectly
Air in hydraulic oil Shutoff valves not open between cars
Hydraulic return filter clogged Railcar brakes defective
Tank suction or case drain valve closed
Hydraulic oil level low Railcar Braking and Release Time Too Long
Hydraulic oil too hot Incorrect use of train brake control handle
Hydraulic pump malfunction Contamination in rail brake pipe or valves
Hydraulic pressure set too high Air leak in system or railcars
Rail air reservoir air supply too low
RAIL UNIT PROBLEMS Compressor malfunction

Rail Cylinder Will Not Hold Pressure Note:

Not in rail mode Normal time to release railcar air brakes is three to five
Rail control valve not in down position minutes for the first railcar and one minute for each
Regulating valves adjusted too low additional railcar in the consist.
Rail cylinder leaking internally
Hydraulic pump pressure setting out of adjustment
Note:
Rail Cylinders Wont Raise or Lower Smoothly or Evenly For engine and transmission trouble shooting, refer to
Pump malfunction manufacturers service manuals supplied with the
Hydraulic oil level low Shuttlewagon.
Air in hydraulic system
Cylinder leaking internally
Hydraulic pressure settings low
Regulating valve malfunction
Rail arm bushings not lubricated
Rail arm bushings binding

Slow Rail Cylinder Movement

Cylinder leaking internally
Oil level too low
Pump not delivering sufficient oil
Rail arm bushings not lubricated
Rail arm bushings binding
Shuttlewagon Standard Engine Fault Codes (SAE J1939)

SPN Description FMI Description

1 Not Applicable (No Fault) 0 Above Normal Operating Range
91 Throttle (Accelerator Pedal) Position (Most Severe Condition)*
93 Net Brake Torque 1 Below Normal Operating Range
94 Fuel Pressure (Most Severe Condition)*
97 Water in Fuel 2 Data Erratic, Intermittent, or Incorrect
100 Engine Oil Pressure 3 Voltage Above Normal
102 Boost Pressure (Intake Manifold) (Short to 12V or other power source)
105 Intake Manifold Temperature 4 Voltage Below Normal
108 Atmospheric Pressure (Short to Ground)
110 Engine Coolant Temperature 5 Current Below Normal
111 Engine Coolant Level (Open Circuit)
113 Engine Governor Droop 6 Current Above Normal
135 Fuel Delivery Pressure (Short to Ground)
156 Injector Timing Rail 1 Pressure 7 Mechanical malfunction
157 Injector Metering Rail 1 Pressure 8 Abnormal signal frequency, period,
164 Injector Control Pressure or pulse width
168 Electrical System (Battery) Voltage 9 Abnormal data update rate
172 Intake Manifold Air Temperature (i.e. sensor responding slowly)
174 Fuel Temperature 10 Abnormal data rate of change
175 Engine Oil Temperature (i.e. coolant temp drops 50F in 2 sec)
190 Engine Speed 11 Cause of failure unknown
191 Engine Output Shaft Speed 12 Electronic device malfunction
228 Speed Sensor Calibation 13 Out of adjustment or calibration
234 Software Identification 14 Special Instructions, refer to
251 Time (Clock) engine manufacturers literature
558 Accelerator Pedal Idle Validation 15 Above Normal Operating Range
609 Engine Control Unit #2 (Least Severe Condition)*
620 5 Volt DC Power Supply 16 Above Normal Operating Range
626 Start Enable Device (Intake Air Heater) (Moderately Severe Condition)*
627 Power Supply 17 Below Normal Operating Range
629 Engine Control Unit #1 (Least Severe Condition)*
632 Fuel Shutoff Valve 18 Below Normal Operating Range
633 Fuel Control Valve #1 (Moderately Severe Condition)*
639 J1939 Network 19 Network data incorrect or
640 External Engine Protection (Shutdown) indicating an error
651 Injector Cylinder #1 31 Not available (no fault) or could be
652 Injector Cylinder #2 used generically if no other FMI applies
653 Injector Cylinder #3
654 Injector Cylinder #4 * SAE has defined three levels of fault severity - least
655 Injector Cylinder #5 severe, moderately severe, and most severe. For example,
656 Injector Cylinder #6 least severe may warn the operator, moderately severe may
678 Sensor DC Power Supply derate the engine, and most severe may shutdown the
702 Auxillary I/O #2 engine. Refer to the engine manufacturers literature for
703 Auxillary I/O #3 more detail.
723 Secondary Engine Speed Sensor
974 Remote Accelerator (J1939 Throttle) Note: This list contains the most common codes used with
1043 Internal Sensor Voltage Supply Shuttlewagon engines. Engine manufacturers may periodi-
1075 Electric Fuel Lift (Priming) Pump cally add new codes. Refer to the engine manufacturers lit-
1076 Fuel Inj. Pump Control Valve (Module) erature for a complete list of fault codes.
1077 Fuel Injection Pump Controller
1078 Fuel Injection Pump Position Sensor
1079 Sensor Supply Voltage
1111 Engine Protection System Configuration
1347 Fuel Pump Pressurizing Assy. #1
1348 Fuel Pump Pressurizing Assy. #1
1377 Multiple Engine Synchronization
1383 Engine Hot Shutdown
1387 Auxillary Pressure Sensor #1
Disassembly of Rail Wheels
Lower rail units to the floor and relieve hydraulic pressure
on rail hydraulic cylinders by placing Road/Transfer/Rail
selection into Road position.
NOTE:
Make sure you relieve all hydraulic down pressure on
the rail wheels before attempting to disassemble rail
wheel components.
Remove rail wheel hubcap retaining bolts.
Remove hubcap and rubber gasket seal assembly.
Release tang on bearing retainer lock washer from
bearing retainer nut slot.
Remove bearing outer retainer nut with the tool supplied.
Remove bearing retainer lock washer.
Remove bearing inner retainer nut with the tool supplied.
Remove bearing retainer flat washer.
Remove outer bearing from rail wheel assembly.
Next slide rail wheel off of the spindle carefully, as not to
damage the spindle seal if you plan to reuse the same
seal.
NOTE:
Rail wheel is heavy and weighs approximately 350
pounds each, and can be awkward to handle due to the
rail wheel flange on the rail wheel.
Remove spindle seal from rail wheel.
Remove inner bearing from rail wheel assembly.
Clean and inspect rail wheel bearings (replace bearings
if scored or damaged).
Clean and inspect bearing cups (replace bearing cup if
scored or damaged).
Repack inner rail wheel bearing, or pack new bearing.
Reassembly of Rail Wheels
Place inner rail wheel bearing into rail wheel.
Install rail wheel spindle seal, and insert until flush with
outside of rail wheel surface.
Position rail wheel onto spindle and install, be careful not
to damage the seal.
Repack outer rail wheel bearing, or pack new bearing
and place into rail wheel.
Install bearing retainer flat washer.
Install bearing inner retainer nut, and with the bevel away
from the bearing retainer flat washer.
Using the bearing nut tool, torque bearing nut to 100 ft. lbs.
Spin rail wheel both directions a few full turns.
Loosen bearing retainer nut and re-torque to 50 ft. lbs.
Spin rail wheel a couple of full revolutions both directions
and torque again to 50 ft. lbs.
Install bearing retainer lock washer.
NOTE:
Install bearing retainer lock washer with the lock tangs
facing away from the inner bearing retainer nut.
Install the second bearing retainer nut with the bevel
toward the bearing retainer lock washer, and tighten to
hold bearing retainer lock washer against inner bearing
retainer nut.
Lock the bearing retainer lock washer lock tang that is
aligned correctly with one of the slots in the inner bearing
retainer nut.
NOTE:
Be sure lock tang is engaged completely into slot and
seated correctly.
Tighten outer bearing retainer nut until bearing retainer
lock washer lock tang is aligned with the slot.
Torque the outer bearing retainer nut to 35-45 ft. lbs. with
the grove in the outer bearing retainer nut aligned for
one of the lock tangs to engage.
NOTE:
The torque of the outer bearing retainer nut should not
exceed 50 ft. lbs. of torque when installed.
Lock the bearing retainer lock washer tang that is aligned
into the slot on the outer bearing nut.
NOTE:
Be sure lock tang is engaged completely into slot and
seated correctly.
Grease rail wheel bearings cups and bearings by
pumping grease into grease zerk on rail wheel, until
grease projects through outer bearing cone.
Install hubcap gasket.
Install hubcap and install bolts and tighten.
NOTE:
Remove hubcaps and inspect every 250 hours of
operation. Make sure rail wheels are tight with no side
play, and bearing retainer lock washer tangs are seated
in groove.
Rail Wheel Spindle Replacement
Follow disassembly of rail wheel procedures above to allow
access to the rail wheel spindles.
Remove all eight (8) bolts and lock washers from rail
wheel spindle.
Screw two (2) 5/16 by 1 _ inch bolts into jacking holes
on spindle, to force the spindle away from its seat in the
rail arm.
Clean all locktite and debris from holes in rail arm before
installing new rail wheel spindle.
Position new rail wheel spindle with keeper slot along
 neutral axis and between spindle and rail gear cylinder
pin as shown in Illustration.

NOTE:
The left front rail spindle (part number 046532) is
machined for the rail wheel traction encoder in the rail
wheel spindle, and must be mounted in the left front rail
arm assembly. The right rear rail spindle (part number
045770) must be located on the right rear. Two spindles
located on the left rear and right front rail arm assemblies
are the same (part number 045792). Be sure to look in
the parts book for proper mounting locations.

Install eight (8) new 1/2-13UNC by 1-3/4 long bolts into

spindle.
Torque new spindle bolts to 107 ft. lbs.

Follow reassembly of rail wheels above to complete installa-

tion.
IV. LUBRICANTS

Axles
400 Series Hours
Oil 2000
Grease 250
500 - 600 Series Hours
Oil 2000
Grease 250
Hydraulic
All Series Hours
Oil * 2000
Breather * 2000
Pressure Filter 500
Return Filter 500

* or Annually

Air Compressor
All Series Hours
Oil 2000
Oil Level Weekly
Air Filter 600

Chassis Lubrication
All Series Hours
Rail Wheels 250
Drive Shafts 250
Rail Cylinders 250
Steering Cylinders 250
Tie Rods 250
V. CAPACITIES King Pins 250
Rail Arms 250
Oil & Coupler Box Pivot 250
Filter Hydraulic Transmission Radiator Coupler Wear Plate 250
Cummins
Coupler Slide In Box 250
QSB 400 Series 20.5 Qts. 42 Gal. 8 Gal. 9 Gal.
C. V. U-Joints 250
QSC 500/600 24 Qts. 42 Gal. 8 Gal. 9 Gal.
Items to Inspect
All Series Hours
VI. MAINTENANCE SCHEDULE
Steering Pins 250
Steering Bushings 250
Engine
Tie Rods 250
Cummins QSB QSC
Coupler Pins 250
Oil 500 500
Master Cylinder Monthly
Oil Filter 500 500
Rail Wheels Monthly
Fuel Water Separator 500 500
Hydraulic Pressure 6 Months
Fuel Filter 500 500
Coolant 2000 2000 Transmission
Coolant Filter 500 DF 150/250 Hours
Air Cleaner indicator indicator Initial Clean Out 50
Oil 1000
Filter 500
 Note:
Recommended maintenance intervals listed are
considered Maximum for ideal operating conditions.
Unusual temperature or operating conditions may require
other recommendations. A regular lubrications schedule
can be determined by analysis of lube samples taken
from the assembly at specified intervals.

Funk Manufacturing recommends changing fluid and

filter after the first fifty hours of operation for initial
clean out.

Tire Air Pressure

Use the following tire air pressures for the originally equiped
tires.
400 Series SWX415C SWX435C SWX465C
Michelin XDY-1 315/80R22.5 110 120 130

500/600 Series SWX525C SWX545C SWX565C SWX605C

Michelin XKA*** 14.00r24 110 110 120 130

Note:
Tire air pressure for non-original or replaced tires should
follow the tire manufacturers specifications.

Lug Nut Torque (All Models)

475 ft./lbs.

Sanders
Use a medium to coarse sandblasting sand or No, 2 chick-
en grit, which may be purchased from a local feed and grain
store.
 Shuttlewagon, Inc.
4116 Dr. Greaves Rd
Grandview MO 64030
816.767.0300
Service Fax: 806.303.8998
Parts Fax 816.767.8711