TATA International DLT Pvt Ltd

30T TRIPLE AXLE RUNNING GEAR

OPERATION CUM MAINTENANCE & PARTS MANUAL

SUPPLIED TO :

M/S. SANDVIK ASIA LTD

Mumbai Pune Road Dapodi
Pune : 411 012 Maharastra India

Designed and Manufactured by :

TATA International DLT Pvt Ltd
Gat No. 624 / 7 At Kuruli
Pune Nashik Road
Chakan Pune 410 501 India

Phone : ++91 2135 679 120 to 679 149

Fax : ++91 2135 679 130, 679 140
E-Mail : trailers@tildlt.com

CONTENTS

Description
General Arrangment Drawing of Triple Axle Running Gear
Axle
Hub Maintenance
Removal of Hub and Drum
Bearing Servicing
Assembling Hub and Drum Components
Wheel Bearing Adjustment
Wheel Stud Removal / Replacement
Bearing Cup Replacement
Seal Replacement
Brake Adjustment
Suspension
Suspension Maintenance
Hanger Installation & Welding
Hanger Replacement Procedure
Spring & Axle Assembly
Torque Arm Bush Installation
Axle Alignment & Adjustment
Grease Nipple Positions
Brake Layout
Electrical Circuit
Maintenance Schedule
Warranty

Page No.
3
4
4
4
6
7
9
12
13
17
22
25
26
30
30
31
35
36
38
39
41

Hub Maintenance
Removal of Hub and Drum (Fig 5.2):
a)
b)
c)
d)
e)

Remove set screws securing hub cap and gasket.

Remove hub bearing locknuts and washer.
Ensure brakes are in released condition.
Remove hub and drum assembly. Ensure that outer bearing
does not fall out of hub.
Remove inner and outer bearing assemblies.

Fig: 5.1

Hub and bearings should be thoroughly cleaned, examined then repacked with a
recommended lubricant.
Bearings Servicing :
The following servicing procedure is recommended :
Carefully protect bearings from dirt and moisture while they are out of their housings. It is
advisable to wash them thoroughly immediately after removal, by the following procedure :
a)

Immerse in a washing fluid such as clean white spirit or good quality paraffin (DO NOT
USE PETROL). The washing fluid must not attack the bearing components. After
soaking, swirls each separate bearing around in the fluid, using a basket or other
container if convenient. A clean fiber brush may be used, care being taken that no
bristles lodge in the bearing. Occasional slow oscillation of the bearing rings will help
dislodge dried out grease and other matter. Never spin a dry bearing which could
cause the rollers to skid, thus damaging the highly finished internal surfaces of the
bearing.

b)

When clean, thoroughly drain and dry in an oven or on a hot plate; a temperature of
65-80 0C should be adequate.

c)

After checking for signs of wear or damage, lubricate the bearing immediately and refit. Alternatively, completely coat all parts with a rust preventive oil, working it well
into the internal parts of the bearing. Then wrap in greaseproof paper and box until
required for re-fitting.

In case of any doubt, it is better to replace the bearing immediately instead of taking a
chance as danger and cost of bearing failure in service is many times the replacement value
of any bearing.
To inspect the bearing cone, hold it up so that the bearing is between the eye and light.
Look between the rollers in order to see the raceway or outer surface. Hold the cage and
slowly rotate the cone to check for wear or damage over the entire surface.

HUB : Both inner and outer bearing cups must be tight press fit into the hub (refer Bearing
cup Replacement on Page 11). Any sign of looseness means replacement of hub. The outer
bearing cones should be a sliding fit on the spindle; they should not be loose enough to spin.

Fig. 5.2 : Hub Drum

Assembling Hub and Drum Components :

1.

If hub and drum have been removed from axle, cleaned and greased as detailed on
Page 01, refit components in reverse order to removal. Please ensure that bearings
are fully packed with recommended grease.

2.

With hub in upright position, fit both bearing cups firmly onto hub bearing shoulders.
Thoroughly coat both lithium soap based grease.
Take care to ensure cups are fitted squarely.

3.

Fit outer bearing cone to hub squarely.

4.

a.

Fit hub seal in hub with wiping edge or lip facing towards the bearing, using
installing tool.

b.

Fit inner bearing cone in spindle.

5.

Carefully fixed hub and drum assembly into the axle at a slight angle and with a slight
rotary movement to seat the grease seal. Check that grease seal is in place and
undamaged.

6.

Fit outer bearing cone.

7.

Fit bearing adjuster nut and adjust bearing end float.

8.

Fit brake drum dust covers.

9.

Fit grease packed hubcap and seal.

Tools Required :

Wheel nut wrench

Axle end nut spanner
Torque wrench a) 0-350Nm, b)350-1000Nm

Fig 5.3 a:
Note : Reading of the dial Indicator
should between 0.08mm to
0.2mm.

Fig 5.3 b:
Wheel Bearing Adjustment (Refer Fig: 5.3 a. & 5.3 b.) :
It is recommended that all axles hub play should be checked / adjust initially at first 3,000
km and then at every 9000 kms. Hub greasing is recommended initially at 54000 kms
thereafter every 36000 km intervals. Complete Hub Greasing is recommended
The recommended wheel bearing adjustment procedure is as follows: 1.

Lift the axle by using 2 jacks placed as close to the spring seat as possible. Ensure that
the brakes are slackened off and not binding on the drum. Remove hubcap, slacken
and remove the outer locknut, lock-tab washer and lock washer.

2.

Rotate the hub in both directions at the same time tightening the bearing adjustment
nut. Continue until a binding is felt and a torque setting of 200 Nm is reached

3.

Using the lock washer as a guide, slacken the adjusting nut back 6 holes and refit the
lock washer.

4.

Fit the lock-tab washer. Taking care that the adjustment is not disturbed, fit and
tighten the axle lock nut to 400 Nm.

5.

Check that the hub and drum rotates freely. Use a dial indicator to make the final
check of the play. The recommended hub play is between 0.08mm to 0.13mm.

6.

Bend the tabs on the lock-tab washer over to prevent the locknut coming loose in
service.

IMPORTANT : CHECK END FLOAT IS 0.08mm TO 0.13 IF NOT, READJUST.

Fig 5.4 a Removal of wheel stud

Fig 5.4 b Replacement of wheel stud

Wheel Stud Removal / Replacement :

Determination of damaged Wheel Studs :
Replace wheel studs that have damaged or distorted threads, are broken or bent, or are
badly corroded. Also, replace the stud either side of the stud being replaced due to damage.
If two or more studs have damage, replace all the studs in the hub.
Always use appropriate safety equipment and take appropriate safety precautions for the
job. Safety glasses, gloves, ear protection etc., will be necessary depending on the
equipment and process
Wheel Stud Removal :
1.

Place the clean hub on a press with the hub supported evenly around and adjacent to
the stud being removed.

2.

Be sure the hub is supported so that it will not tip when force is applied to the stud.
Then press the stud out of the hub. The configuration of some hubs is such that it is
impractical to have supports that will prevent the hub from tipping when force is
applied to the stud. If that is the case, support the hub on wooden blocks on the floor
and use a hammer to drive the studs out with several sharp blows. Be careful to avoid
damage to the hub, particularly to the seal bore and ABS ring.

Wheel Stud Replacement :

Check stud length to verify that the stud stand out will be correct.
1.

To install a new stud, support the hub evenly around and adjacent to the stud being
installed.
Caution : Some studs have a flat edge on the head. Be sure that the edge is in line with
the groove or shoulder on the head.

2.

Press the new stud all the way into the hub. Be sure the stud is fully seated and that
the stud head is not embedded into the hub.
WARNING! If the stud head is embedded into the hub, the hub should be replaced.

Fig: 5.5 a
Note: always follow the tightening
sequence

Fig: 5.5 b
Note: use of torque wrench to ensure
proper torque.

Wheel stud changing instruction for Disc wheel mounting hub :

During operation sometime wheel stud is found sheared off. This is the most common
failure in the real world, the possible causes of stud breaking are:
a)

The nut torque is not enough. When the torque is not enough, the nuts will get
loosened themselves gradually during operation, the whole wheel assembly get
loosened, eventually almost all the wheel studs will suddenly shear off. It often
happens after initial operation or after tyre change.

b)

Overloading. Overloading will also cause the wheel nuts to loosen and the studs to
shear off as the normal specified torque is not enough for excessive axle load. Higher
axle load needs stronger wheel stud and higher nut torque.

10

a)

Excessive torque. Excessive torque will either strip the thread or overstress and break
the wheel stud. Excessive torque often happens when power tools (air wrench) is
used. A typical stud breakage caused by overloading or excessive torque is that one or
two studs break first while the wheel studs still keep tight temperately.

Important Notes :
1.

Proper nut torque is important. Use of a torque wrench to assure proper torque.
Insufficient torque can cause stud breakage, damage the wheel rim stud hole. Over
torque can stress the stud, strip the thread and lead to stud breakage. Incorrect
torque may result in stud breakage, loose wheels and cause accidents.

2.

If air wrenches are used, they must be periodically calibrated in both directions for
proper torque output. Use a hand torque wrench to check the air wrench output. If
the output is not correct, take the necessary steps to adjust output.

3.

After the first 100-150 km of service, the nut should be re- tightened to the specified
torque and checked monthly during operation. The driver should check daily if there is
any stud breakage. It is dangerous to operate without changing broken studs, as the
studs on each side of the broken stud will take extra stress and break soon. Eventually
it will lead to the breakage of all the wheel studs.

Recommended procedure for replacing studs :

When a broken stud is replaced, the stud on each side of it should also be replaced. If
more than 2 studs are broken, replace all studs

Use correct studs

The stud must be fully driven into the drum so that the stud head will fully seat on the
inner drum surface

In the replaced stud, remember that right- hand studs go on the right hand side of the
vehicle and left- hand studs on the left-hand side when facing forward.

11

Fig. 5.6
Important Note :
Recommended torque settings for wheel studs:
ISO M22 Studs 760/850 Nm.
BSF 7/8 Studs 760/850 Nm.
Bearing Cup Replacement :
1.

Separate the hub from the spindle and wheels.

2.

Thoroughly clean and degrease the hub with a non-flammable solvent.

3.

It is recommended that the hub be heated evenly throughout in an oven or in boiling

water to 80-100 0C (175-215 0F). See below for an alternative method.

4.

Remove the hub from the oven or water and quickly press out the bearing cup. Take
care to avoid damage to the bearing cup bore and shoulder. (Variations within
tolerances of materials and oven temperatures may allow the bearing cup to drop in
and out easily).

Alternate Procedure :
Use an electric welder to weld a large bead around the bearing surface of the steel cup. Do
not spatter weld on to the hub. Let the assembly cool, or quench it in water. The weld will
cause the cup to shrink enough to allow it to be easily removed.
5.

To replace the bearing cup, heat the hub evenly as in step 3 above.

6.

Remove the hub from the oven or water quickly and press in the new bearing cup. Be
sure the cup is properly aligned and fully seated. Take care to avoid damage to the

12

bearing bore and shoulder. Be sure both cups are fully seated before installing the
hub. If the cup is being pressed into an unheated hub, additional installation force will
be required. To reduce the installation force the cup can be put in a freezer for an
hour prior to installation.
Lubrication Procedure : Greased Hubs
a)

Inspect grease/oil seal and

replace if necessary.

b)

Inspect bearings for wear

or damage and repack
with grease thoroughly
working grease between
rollers.

c)

Lightly smear the hub

between the two bearing
cups with lithium soap
based grease. Castrol EP2.
(Ref: Fig. 5.7).

Note: It is important
not to overfill this center

Fig 5.7

d)

Lightly grease spindle.

e)

Ensure there is ample grease between inner bearing and grease seal.

f)

Ensure there is ample grease between front bearing and hubcap.

g)

Renew hubcap seal or gasket if necessary.

h)

Do not pack grease within hub tightly (Ref: Fig. 5.7)

Important Note :
Bearing Lubricants: Grease Castrol EP2 or Equivalent
Seal Replacement :
As a rule, the seal should be replaced every time the hub is removed from the spindle. It is
false economy to refit a worn seal, or one which has deteriorated in a way.
Removing a Hub Seal :
Use a brass rod and a hammer to remove the damaged seal, insert brass rod from the hub
cup end and hammer it around until it is removed.

13

Inspection
After cleaning with light oil, make the following checks and discard, without hesitation those
which do not pass on each count: 1.
2.
3.
4.

Check fit in housing.

Check expander spring where applicable.
Check that seal is not worn, cut, charred or hardened.
Check metal shells or retainers where applicable, for wear or distortion.

Replacing a hub seal :

When replacing a hub seal, clean the hub area thoroughly and fit new hub seal and press
the hub seal using a press or use a brass rod and a hammer and press hub evenly into the
hub.
Note : It is inadvisable to allow any seal to go through a degreasing plant using either trichlorethylene or petrol. Use only light lubricating oil.
S Cam Operated Brakes :
This is a leading and trailing shoe type of brake, as used on the larger commercial vehicles in
conjunction with air brake equipment. The shoes are fabricated steel and are mounted on
individual anchor brackets. The air chambers are mounted on brackets welded to the axle
beam. The inner camshaft support assembly is mounted in a spherical nylon bearing to
guarantee alignment and allow free operation of the shaft.
The brake shoes are actuated by a constant lift S type cam forging, pressure being applied
to the shoes through cam roller which are retained by spring clips.
Brake linings are tapered section to give maximum contact area with the brake drum and
are fitted in pairs to each shoe.

14

Brake dismantling (Fig. 5.8) :

1.
2.
3.
4.
5.
6.
7.
8.

Remove dust covers.

Remove anchor locking pin or circlips.
Remove shoe anchor pins and bushes.
Lift shoes (8) over anchor bracket (4). This movement releases tension on shoe springs
(5).
Unhook springs.
Remove spring bars from the twin webs of the shoes.
Disengage the cam roller retainer and remove cam rollers (17).
Remove shoes.

15

9.
10.
11.
12.
13.
14.
15.

Remove the circlip and washers from camshaft adjacent to the slack adjuster.
Remove slack adjuster (not shown).
Unclip the second circlip situated adjacent to the camshaft bracket. Withdraw the
camshaft (16) whilst sliding the circlip and washer down the camshaft.
Remove the various washers from the camshaft.
Remove nylon bush camshaft brackets.
Unscrew securing nuts and bolts and remove spherical nylon bearing and brackets.
Remove rubber seal rings from spherical bearing.

Brake lubrication and Assembly :

1.
2.
3.
4.
5.
6.

7.

Refer to illustration Fig 5.8 and refit in reverse procedure to dismantling.

In all cases where parts show signs of excessive wear, they must be replaced.
Brake linings must not be allowed to wear down to the rivets.
Replacement brake linings are marked cam and anchor. The anchor lining has a
greater taper and should be fitted at the anchor end of the brake shoe.
When fitting new brake shoes, always fit new shoe return springs.
Lightly lubricate the following parts with grease:(a)
Brake anchor bracket bore or bush bores (if fitted).
(b)
Brake anchor pivot pin.
(c)
Camshaft bearings.
(d)
Cam rollers.
(e)
Camshaft bearing surfaces.
Check direction of camshaft rotation to ensure correct operation and freedom of
movements.

Brake Drums :
Re-boring or skimming is not recommended. It weakens the drum and the increased internal
diameter permits the cam to rotate too far. This can result in sticking cams or cam rollover. Both can be dangerous for obvious reasons and difficulty may be experienced in
removing the brake drums. Further more, if relined shoes are fitted, their contour will not
conform to the shape of the skimmed drum, resulting in poor brakes through reduced
contact area.
Replacing Brake Linings :
To ease brake inspection, dust covers are fitted as two halves. A rubber plug aperture
provides for quick brake lining inspection and inner camshaft bearing grease nipple access.
Ensure lining and shoe contact faces are cleaned prior to fitting and that shoes are not
distorted or damaged. Rivets must be of the correct diameter, head size and type.
a)
b)
c)

Firmly clamp lining to shoe ensuring rivet holes are aligned.

Insert rivet and drift fully home taking care not to damage lining.
Spread rivet shank using tubular rivet dolly of correct size ensuring rive head remains
firmly seated and shoe and lining remain firmly clamped.

16

Check liner and shoe contact using 0.2mm feeler gauge.

LINING WEAR LIMIT

Fig. 5.9

Brake Adjustment (Manual Slack Adjuster) :

S cam type brakes are adjusted by means of the slack adjusters fitted to the axles
camshafts.
1.

With the brakes released adjust the slack adjuster until the brake shoes contact the
brake drum.

2.

Back off the slack adjuster on quarter of a turn to provide brake drum clearance.
Check that the brake drum rotates freely without any brake lining drag. If there is
brake lining drag re adjust the brakes until no lining drag is evident.

3.

Check that the angle between the brake chamber push rod and the slack adjuster is
greater than 900 both with the brakes released and applied. When lining wear causes
the travel to increase to the stroke limits listed below, readjust the brakes.

Chamber Size : Type 30

Stroke Limit : 50 mm

Fig. 5.10
Note : Before adjusting the brakes make sure that the vehicles is adequately chocked and
parked in a safe position so that it cannot move when the brakes are released to perform
the brake adjustment.

17

18

Wheel Mounting
Drum Mounting
Wheel Stud
Hub Cap
ITEM DESCRIPTION
1
Hub
2
Drum
3
Outer Bearing
Inner Bearing
4
5
Hub Seal
6
Wheel Stud LH
7
Wheel Stud RH
8
Wheel Nut LH
9
Wheel Nut RH
10 Wheel Stud/Bolt Collar
11 Wheel Nut Spring Washer
14 Spindle Thrust Washer
15 Spindle Nut
16 Spindle Nut Split Pin
17 Spindle Lock washer
18 Tab Lock washer
19 Spindle Outer Lock Nut
20 Hub Cap Gasket/O Ring
21 Hub Cap
22 Bolt, Hub Cap
23 Bolt Washer, Hub Cap
24 Hub Cap Spacer

ISO
Inboard
10M22335
3 hole
PART No.
T-131314
T-131100
T-1333303
T-1333302
T-1332303
T-1331121
T-1331210
T-1334110
T-1334115
T-1334501
T-1334107
T-133160
T-131411
H-11108125
H-18310900
-

19

20

Bearing Group
Brake Size
ITEM
DESCRIPTION
52
Brake Shoe
Cam Shaft Repair Kit
39
Spherical Bearing, Camshaft
36
O Ring, Camshaft
35
Spacer Washer, Camshaft
34
Circlip, Camshaft
37
Camshaft Bush
58
Grease Nipple
38
Dust Seal Camshaft
40
Housing ,(Spherical Bearing)
41
Star Washer ( Spherical Bearing)
42
Bolt, (Spherical Bearing)
43
Star Washer,(Spherical Bearing)
44
Bolt, (Spherical Bearing)
45
Camshaft LH
46
Camshaft RH
Break Shoe Repair Kit
47
Cam Roller
48
Roller Retainer, wire
33
Anchor Pin Bush
50
Pin, Return Spring
51
Brake Return Spring
32
Anchor Pin
30
Circlip, Anchor Pin
31
Washer, Anchor Pin
Dust Cover Set
59
Dust Cover, Upper (L)
Dust Cover, Upper (R)
60
Dust Cover, Lower (L)
Dust Cover, Lower (R)
62
Flange Bolt (Dust Cover)
61
Dust Cover Plug
57
Grease Nipple Extension
54
Anchor Lining (Non Asbestos)
55
Cam Lining (Non Asbestos)
53
Lining Rivet
56
Lined Shoe Assy (Non Asbestos)

65/90
420x180
PART No.
T-132231
T-134210
T-134211
T- 134212
T-134213
T - 134214
T- 134215
H412550
5000686
T-134217
EW10
HB10/150/020
EW12
HB12/175/020
T-134105
T-134108
T - 132402
T - 132403
T - 132404
T - 132405
T - 132406
T - 132407
T - 132408
T- 132409
T-131215
T 131216
T 131218
T 131217
T - 131219
H-11108116
T-131210
H-412550
T-132121
T-132120
T-132301
T-132231

21

YTE75 Mechanical Suspensions Maintenance :

It is necessary to dismantle the suspensions to inspect the components for wear & tear or
damage.
It is common in practice to check suspensions for wear without dismantling components.
Before making any checks, it is necessary to release any tension from the suspension. Do
not park the trailer directly after a turn. Run trailer forward in straight line for at least 10
meter to relieve tension.
Preparation
Ensure that suspensions and axles are clean. Steam cleaning is an efficient method.
Dismantling
1)
Jack up the trailer.
2)
Remove all road wheels.
3)
Disconnect brake piping at the axle.
4)
Slacken handbrake.
5)
Disconnect handbrake attachment to slack adjusters and at a frame anchor point
where relevant.
6)
Disconnect air chamber rod from slack adjuster. Remove air chamber retaining bolts if
required to service the air chamber.
7)
The slack adjusters can now be removed if required for servicing. Remove the
camshaft circlip to remove slack adjuster.
8)
Remove torque arm rods from axle spring seat and hanger bracket.
9)
Jack up front axle just sufficient to take the axle and suspension weight. Remove U
bolt retaining nuts, washers and spring clamp plates. The U bolts can now be
removed. Lower axle to ground and roll clear.
10) Remove spring retainer bolts from equalizers and remove leaf springs.
11) On tandem and tri-axle suspensions, removal of the rear axles is similar to the front
axle removal. Follow operations 9 and 10.
12) Removing equalizer
a)
Remove equalizer center bolt.
b)
Remove the rubber bushes taking care not to damage the bores of the equalizer
or the center hanger.
Inspection
1.
2.
3.
4.
5.

Examine Equalizer shaft for damage or excess wear. When refitting, the shaft should
be a tight inference fit in the bushes.
The rubber bushes should be replaced as standard procedure since wear will have
inevitably taken place. Clean the bush bores before replacing bushes.
The equalizer shaft pins should be renewed if damage.
Check all hanger brackets and equalizers for cracks, distortion or wear and replace any
suspect components.
Check leaf springs for cracked or worn leaves and replace when necessary.

22

6.
7.

Torque arm bushes should be replaced and retaining bolts, nuts and pinch bolts
replaced if damaged. Clean the bush bores before replacing bushes.
Renew all self lock nuts which have been removed.

Typical Suspension
(75 mm wide spring)
6- 2
Twin Tapered Rubber Bush
Rear
Hanger

Front Hanger

Spring
Clamp
Plate

8 Leaf Spring

Equalizer (Center Rocker)

Fig: 6.2
Note : This Figure is for presentation purpose only.
In actual Situation : Fixed torque arms should be in the LHS of the trailer
Adjustable torque arms should be in the RHS of the trailer.
Assembly Procedure :
1)

Equalizer Assembly
a)

Lubricate both taper rubber bushes on exterior faces with liquid soap solution
(not detergent) keep clean.

b)

Locate the equalizer in the hanger bracket and insert both rubber bushes into
the tapered bore of the hanger bracket and with a nylon faced hammer, tap
both bushes into position. Fit the equalizer shaft through the bushes and fit the
large washer and nut to equalizer shaft and loosely tighten.

c)

Check that the equalizer is assembled centrally in the hanger bracket and tighten
the center nut to 350 Nm.

23

2)

Springs
The lipped end of the springs should be fitted facing the trailer rear on all suspension.
Fit spring into position and insert spring retaining bolts into equalizer. Fit retaining bolt
nut and tighten to 85 Nm.

3)

Axle
Position axle under suspension and lift until spring seat makes contact with the leaf
spring. Insert U bolts through spring seat, position spring clamp plates and secure
with nuts. Align leaf springs at 900 to axle center line. Tighten U bolt nuts to 540 Nm
for M22 U bolt and to 680 Nm for M24 U bolt. Repeat for other axles. Ensure spring
liners are fitted to top and bottom of each supaleaf spring.

4)

Torque arm bush assembly (For further detail refer page 11)
The adjustable torque arms should be set to the same length as the fixed torque arms,
with the screw is centered between the two ends.
Fit the fixed torque arms on kerb side and the adjustable on the road side. Ensure that
jaws of the clamp point downwards.
Fit the pin, washers and the nut, ensuring that the torque arm is central in the bracket.
Tighten the self lock nut to 200 Nm for rubber bush and 270 Nm for poly bush.

5)

Slack Adjusters (For further details refer page 6 in section 05)

Refit slack adjusters to camshafts and replace circlip and washer. When refitting slack
adjusters having brake wear indicators, ensure alignment of the marks, previously
made on the spline lug and camshaft. Fit the wear indicators and secure to camshaft
with circlip. If new brake linings have been fitted, fit pointer on to camshaft ensuring
that the full tag falls within the marker teeth on the dial.

6)

Brake chambers
Refit brake chambers to axle brackets and tighten nuts. Connect brake chamber rods
to slack adjusters and adjust brakes. Refit brake piping and tighten connections.

7)

Hand Brakes
Pneumatically operated Hand Control Valve Provided to activate Parking Brake.

8)

Axle Alignment
Check axle alignment and adjust if necessary (Page 13). After that, tighten the
adjustable torque arm clamp bolts to a torque of 95 Nm.

24

9)

Wheels
Refit road wheels and tighten nuts to recommended torque settings (ISO M22 Studs 850 Nm)

10)

Brakes
Charge system with air and check for leaks at connects using soap solution. Check
handbrake function correctly and that when released there is slack in cable. Lubricate
handbrake grease nipple using good quality axle grease.

Hanger Installation and Welding

All diagonal measurement and dimensions should be within 2mm maximum variation. See
dimensional detail drawings for layouts, all dimensions should within 2mm of those
6- 4shown.
Tack weld the hangers in position and recheck their position before final welding.
The material of the hanger is of cast steel BS3100-A2. All welding should be with low
hydrogen electrodes (such as Kobelco LB-52U) or equivalent M.I.G. process. Weld all around
the top of each hanger bracket- 10mm continuous fillet weld.
After installation of all hanger brackets, either a pipe of channel cross bracings should be
fixed between the front hangers and all pairs of equalizer hangers. Fully weld the ends of
the cross bracing to their respective hangers.

Fig 6.3 a
Hangers Welding Dimensions- Dual Axle Trailer

Fig 6.3 b
Hangers Welding Dimensions -Tri Axle Trailer

25

Tri Axle

L.H.S.
R.H.S.

A
6392
6389

B
1118
1120

C
1360
1357

D
1120
1114

Hanger Replacement Procedure :

If any hanger has to be replace, first measure the center distances of hangers as shown
below.
6- 5

Fig 6.4 a : Hanger Replacement Dual Axle Trailer

Fig 6.4 b : Hanger Replacement Tri Axle Trailer

Dimension
A
B
C
D
E
F
G
H
I

Existing
Value (mm)

New value
(mm)

Dimension

Existing
Value (mm)

New value
(mm)

J
K
L
M
N
O
P
Q
R

26

Tabulate distances from hanger centers and mark the center of the new hanger too.
Tabulate the values.
Remove the axle from suspension hangers. Then remove the defective hanger using a gas
cutter or a grinder with a cutting disk. Grind the surface. Place the correct side of the new
hanger, align and clamp as per dimensions shown in drawing and previous measured value.

Fig: 6.5
Tools Required :
Gas Cutter Set,
Grinder with a cutting disk,
Welding Equipment (Arc / Mig).

Axle
Spring Seats

Fig 6.6

Fig 6.6 a : Mark the Center of the Axle and Place the Spring Seat at correct position

27

Fig 6.6 b: Check the Spring Seat position again

Fig 6.6 c: Tack Weld the axle Seat and Recheck the measurements again.
Axle Seat (Spring Seat) Installation and Welding
Position axle seats at correct centers. (Must match suspension hanger centers.) The center
bolt holes of axle seats must be at the top of axle for over slung suspensions. Axle seats
must be flat and parallel with each other. Tack weld the axle seats in position and recheck
their positioning before final welding. The material used for the spring seat is cast steel
BS3100-A2. Weld the axle seats to the axle using low hydrogen electrodes (such as Koblco
LB-52) or equivalent M.I.G. process and 8mm fillet weld.
Axle Replacement
First measure the hanger distances of the existing trailer. Then remove the axle.
Position new spring seat on new axle at same distance.
Weld as spring seat welding diagram
Caution : Do not weld the top of the axle.

Spring seat

Fig 6.7 : Measurement A: 970mm/935mm

28

Fig 6.8 a.

Fig 6.8 a.

SUSPENSION:

Fig 6.8 b. Spring Seat Welding

29

SUSPENSION :
Spring Assembly
Assemble the springs onto the axles, ensuring that:
The hook end of the spring is to be fitted to the rear of the axle on all axle positions.
Tighten U-bolt nuts evenly to a torque of:- M22 (for 8 leaf spring) 540 Nm.
Axle Assembly
Fit the axle, spring assembly into position and connect to the front and equalizer hangers
through the torque arms, making sure the spring hooked ends fit into the equalizers. Insert
spring retaining bolts into the equalizer and hangers.
Assemble the adjustable torque arms to the same length as the corresponding fixed torque
arms. Fit the fixed torque arms on the kerb side and the adjustable torque arms on the road
side of the trailer.
a)

On tandem and tri-axle suspensions the center and rear torque arms will be longer
than those on the front axle.

Torque Arm Bush Installation

Fit the end of the torque arm in the suspension bracket and insert the bushes from each
side, fit torque arm pin, flat washers and self locking nut, ensuring that the torque arms are
central in the suspension bracket.
Tighten torque arm pin self-locking nuts to: -M24 200 Nm. (Rubber bushes)
-M24 270 Nm. (Poly bushes)
The Way of Bush Installation :
The rubber bush is the standard one for most highway suspension. When the rubber bushes
are properly tightened to 200 Nm., the bush material protrusion will be less than 2mm each
side (see Fig 6.9 a).
The poly (polyamide) bush is designed for heavy-duty operation (rough road, heavy duty
and intensive operation). After initial proper tightening, the bush material protrusion will be
than 7mm each side (see Fig 6.9 b).
Both rubber and poly taper bush need to be compressed as much as possible for maximum
service life. In practices the bush should be tightened in such a way to get minimum bush
material protrusion:
1)

Manually (low speed, not very fast speed when using torque gun) tighten the nut with
spanner as far as possible. If operator use torque gun (speed is too fast) from the

30

beginning, the bush material protrusion will be bigger and bushes will not be
compressed properly.
2)

Lubricate all tapered rubber or poly bushes on the outer surfaces with liquid soap
solution (not detergent or rubber grease) before fitting into the suspension castings.

RUBBER BUSH
150-200Nm

POLY BUSH
240-270Nm

<2mm

<2mm

<7mm

Fig. 6.9 a

<7mm

Fig. 6.9 b

Axle Alignment and Adjustment

Measure from the center of the kingpin to the center of each end of the front axle and
adjust as necessary with the adjustable torque arm screws until the dimensions are equal.
Alignment of the rear axle (axles) is then made by checking the distance between the center
of the front axle and rear axle (axles) at both side of the trailer. Adjust as necessary with the
adjustable torque arm screws until the dimensions are equal.
NOTE : Alignment can also be achieved with an optical device or laser system designed
specifically for this purpose.
A B / 2mm
C D / 1mm
E F / 1mm

Tighten the torque arm clamp bolts to a torque of: - M12

:95 Nm.

Be carefull : Torque wrench must be used here. Over tightening will damage the thread of
clamping bolt. For each adjustable torque arm end, clamping bolts should be tightened
alternatively for at least 4 times, so that both clamping bolts achieve 95Nm.

31

Tyre wear pattern caused by misaligned axles :

a. One side (sloped) wear

b. Feather-Edge Wear

Fig: 6.10 a

Fig: 6.10 b

Equalizer Shaft

U Bolt

Torque arm End Clamping

Bolts

Torque arm
pin
Fig. 6.11

A visual inspection of the suspension after installation and assembly should be carried out to
ensure that all components are correctly located and seated, as incorrect location or
misalignment of the components will greatly reduce the service life of the suspension.

32

U-Bolt

Nut Tightening Torque for YTE75 Suspension

M22
540 Nm

Equalizer Shaft

M24
M24

350 Nm (With Rubber Bushes)

350 Nm (With Poly Bushes)

Torque arm Pin

M24
M24

200 Nm (With Rubber Bushes)

270 Nm (With Poly Bushes)

Torque Arm End Clamping Bolts

M12

100 Nm

33

YTE75 MECHANICAL SUSPENSIONS

Item
No
1
2
3
4
5
6
7
8
9
10
11
11
12
13
14
15
16
17
18
18
19
20
21
21
22
23
24
25
26
27
27
27

Description
Front Hanger
Rear Hanger
M12x1.75x120 Ht. Hex. Bolt
M12x1.75 Nylon Locknut
Equalizer Hanger 1360mm (l )
Equalizer 1360 (l )
M12x1.75x130 Ht. Hex. Bolt
Equalizer shaft
M24x3.0 Nylon Locknut
Equalizer Washer
Equalizer Bush - Rubber
Equalizer Bush - Poly
Fixed Torque Arm - 395
Adjustable Torque Arm Screw-260mm
Adjustable Torque Arm End R/H
Adjustable Torque Arm End L/H
M12x1.75x50 Ht. Hex. Bolt
Fixed Torque Arm 550
Adjustable Torque Arm Screw-350mm
Adjustable Torque Arm Screw-420mm
Torque Arm Pin
Torque Arm Washer
Torque Arm Bush - Rubber
Torque Arm Bush - Poly
Spring Clamp Plate
8 Leaf Spring
M22x2.0 U Bolt (2)
M22x2.0 Nut
M22 washer
Spring Seat UL(Ultra Low 20mm)
Spring Seat L( Low 50mm)
Spring Seat H ( High -100mm)

6 Square Axle Beam

Part No
Qty
T-221203
2
T-221301
2
H-11212020
2
H-12201200
22
T-221132
4
T-221121
4
H-11212030
8
T-2251402
4
H-12202400
16
H-18312400
4
T-2251208
8
T-2251210
8
T-224227
1
T-224320
1
T-224304
3
T-224305
3
H-11212040
12
T-224212
2
T-224321
2
T-224322
2
T-2252302
12
T-2252303
12
T-2252210
24
T-2252208
24
T-222212
6
T-223112
6
T-222321
12
T-222341
24
H-18311900
24
T-222116
6
T-222113
6

34

Greasing points on the trailer :

Lubricate using EP2 grease

Grease nipples positions on the trailer :

Trailer axles :
Grease nipple 1 : Slack Adjuster
Grease nipple 2 : Camshaft
Grease nipple 3 : Axle

3
Fig: 10.1 b
1

2
Fig: 10.1 a

35

Brake System

36

Long stroke single diaphragm brake chamber

Description:
- Type 30 and Type 30 / 30
- Port Size NPTF

Relay Valve
Description:
- RE6 Relay Emergency Valve for 3 line air systems.
- NPTF Reservoir Port.
- NPTF Ports for service, Emergency and Delivery
(This Valve has a Port for a Low Pressure Warning
Switch)

Multipart Manual Slack Adjuster

Description:
Application: Trailer : Universal
Bushed : Yes
Adjustment Type : 19mm Hex

B (Body Width): 2
C (Spline): 10

Hole centers & Diameters

1
5

2
6

3
7

4
8

5
-

37

Electrical Circuit Diagram

38

MAINTENANCE SCHEDULE FOR TRAILER

Please note : 500 km/1 month Service Schedule is a compulsory maintenance to be
conducted by an authorized service point or by the operator during PDI

3
4
5
6
7
8

10

11

Washing of under carriage

(suspension
/
axle
components)
Check Lights, blinkers,
marker lights for proper
functioning. Tight the all
screw of electric lights.
Check braking system for
proper functioning
Drain water through drain
valve
Check for any air leaks
Check rubber hoses, air
pipes leaks and replace if
necessary.
Greasing slack adjusters
Greasing
cam
shaft
components
Check travel of brake
chamber, push rod, brake
liner wear and clearance
with brake drum. Adjust
service brake if necessary.
Check tyre pressure (As per
recommended values)
Check worn, if brake liners
out upto indicator slot or
1mm over the rivet heads
then replace it. (Brake
drum will come out with
Hub assy. Therefore it is
recommended to replace
the brake liners during hub
greasing if wear & tear of
liners is reaching upto
indicator slot very soon)

12

Greasing
cam
components

shaft

13

Check Leaf springs for

wear, crack, corrosion
replace if necessary

90,000

81,000

72,000

63,000

54,000

45,000

36,000

27,000

18 ,000

9,000

3,000

500

OPERATION

Daily

Freq of
Kms

S.N.

Service Schedule

PDI

Daily

Daily
Daily
9000
18000
9000
9000

9000

Daily

9000

9000

9000

39

15

16
17
18
19
20
21
22
23
24

25

26
27

Check Hub play and adjust

if necessary ( No need to
take out Hub outside)
* HUB Greasing (Remove
wheel hub, dismantled and
clean bearings and other
components.
Replaced
damaged / worn out parts.
Repack with fresh LITHIUM
SOAP BASED GREASE EP-2
and refit. Adjust wheel hub
bearing play.
Check wheel nut torque
(85mkg)
Greasing landing legs
Check
functioning
of
Landing Legs
Check the torque of
Landing Legs mounting
Bolts
Check and tight the
bracings of Landing Legs
Greasing on King Pin Plate
and Fifth wheel coupling on
prime mover
Check equalizer bushes for
wear
Check torque arm bushes
for wear
Tighten equalizer bushes
(35 kgm)
Tighten
Torque
Arm
bushes:
Rubber Bushes (20 mkg)
Poly Bushes (27 mkg)
Axle skewness (Alignment)
to be checked (If abnormal
tyre wear noticed)
Tighten U-bolts (Torque 54
mkg)

90,000

81,000

72,000

63,000

54,000

45,000

36,000

27,000

18 ,000

9,000

3,000

500

Daily

Freq of
Kms

S.N.

14

OPERATION

9000

First at
54000
kms
then at
every
36000
kms
9000
9000
Daily
9000
9000
Daily (If
necessa
ry)
9000
9000
9000

9000

9000
9000

Special tool - Axle nut spanner (To be used for Serial # 15)

Maintenance point related to 1st 500 Km service should be done by customer. Proper advise
during new vehicle delivery should be given to the customer. This service can also be done
by our Dealer/ TASS wherever feasible.

40

WARRANTY CONDITIONS
Trailer :
Trailers are guaranteed for 12 months or 150,000 km whichever is less, against faulty parts
and workmanship.
However, it is subject to the following, which will determine the validity of the warranty : No trailer should be loaded to more than the rated load or design load agreed to by the
manufacturer (in writing) for any particular application.
All trailers should be periodically serviced as per manufacturers service instructions by
authorized service centers.
All welding to axle beams, main beams and critical components should be carried out strictly
in accordance with manufacturers technical specifications with prior approval in writing.
Operation of trailer in correctly specified applications, with regular inspection adjustment
and lubrication is vital to ensure maximum life of all components and to comply with
manufacturers warranty conditions.
This warranty does not cover defects attributable to fair wear and tear on the goods.
vi. Irrespective of above warranty will be applicable as per guidelines attached.
a) Warranty details:
b) Warranty on Tyres:
This warranty does not apply to Tyres. Tyres are covered under Tyre manufacturers
warranty conditions.

41

Guidelines for Warranty Handling :

General conditions for accepting warranty
Component

Warranty

Complaint & Guidelines

Accept

1) Failure due to Welding defect.

2) Casting defect and crack observed due to manufacturing defect.

Suspension
hangers
Reject

Accept
Torque arm

Reject

Accept

Leaf Spring
Reject

Accept
Axle Tube
Failure

Reject

Accept
Wheel Rims
Reject

1) Wear and tear due to rubbing with leaf spring or worn out
bushes.
2) Crack or damage attributed to damaged Bush in suspension.
3) Any modification observed in leaf spring assy.
4) Damage due to external impact.
Any crack observed at initial stage due to manufacturing defect.
1) Worn out / damaged Threads
2) Failure due to loosening of bolts.
3) Failure due to worn out bushes.
4) Failure due to External Impact
For leaf spring crack complaint (Only Individual leaf will be
replaced)
Any Type of Failures will be rejected if:
1) If springs are modified or re cambered
2) If the failure is at the center pin hole.
3) If failure is due to welding spatters.
4) If suspension bushes are worn out.
5) If axles are misaligned.
6) If U-bolts are loose.
7) If Centre Bolt found broken.
Crack develop at initial kms due to manufacturing defect.
1)Crack develop near spider mounting due to excessive impact.
2)Any Modification observed in leaf spring assy.
3)Vehicle Run with Worn out Bushes.
4)Any external impact on axle due to accident.
5)Due to re cambering done on the axle tube.
Cracked at mounting bolts location can be accepted if wheel nuts
are found to be tightened as per recommended torque.
1) If any modification on vehicle suspension carried out.
2) If the wheel rims indicating faces are machined or spacer used
between wheel rim and brake drum.
3)Wheel rims failure observed from collar.

42

Component

Warranty
Accept

Wheel
Bearings

Reject

Accept
Wheel Hub
Reject

Brake
Emergency
Relay Valve &
Brake
Chamber

Accept

Reject

Complaint & Guidelines

If the inner / outer race found cracked and the vehicle was not
overloaded and recommended grease changed at specified interval.
Any type of complaint on wheel bearing are rejected if:
1) If the bearing found pitted / scored.
2) If the bearings found overheated due to excessive pre load
(improper hub play)
3) If hub greasing done at outside the dealer point.
4) If cracking is suspected due to improper seat which is already
repaired by customer on hub.
5) If punching marks are observed on the Axle tube.
1) If Eccentricity of bearing seat and pitch circle of wheel mounting
pinholes is observed on a lathe.
2) If excessive run out observed.
Any damage observed due to accident, overloading and operational
misuse.
Internal air leakage or Kit failure (Service Kits should be used for
repair)
Provided rust is not observed in brake pipe line and water is being
drained out from air tanks on regular basis.
1) Crack at the inlet and outlet ports.
2) Thread damaged at Inlet and Outlet ports.
3) Any failure due to improper and excessive tightening of adaptors
with Relay valve.
4) Any damage due to external impact.

Accept

In case of crack or separation due to manufacturing defects

Reject

Any crack, perish and separation due to long storage.

Any crack, damage or cuts near clamp due to over tightening.
Damage due to external impact and fouling with any other
components.

Accept

Crack observed in Brake Drum due to manufacturing defect.

Reject

1) If crack or damage observed due to overheating.

2) If damaged by rivets of worn out liners.
3) If damaged due to brake binding.
4) If Brake drum found machined.

Accept

Crack due to manufacturing defect

Reject

Any type of failure on Spring Seat will be rejected if:

1) In case excessive play noticed in suspension bushes.
2) Axle found misaligned.
3) Suspension found modified.
4) Non recommended U Bolts used.
5) Excessive torque observed on U bolts.
6) Operational Misuse

Rubber hoses

Brake Drum

Spring Seat

43

Component

Warranty
Accept

Brake Liners
Reject

Accept
Cross
Members

Reject

Accept

Chassis Frame
Reject

Accept
Paint
Reject

Complaint & Guidelines

1) Crack developed and hardened due to manufacturing defects.
2) Loosening of Rivets at initial Kms.
1) Normal Wear & tear.
2) Overheating / Hardening if liners due to brake binding or
overloading.
3) Liners damaged due to foreign material.
Crack and welding failure due to manufacturing defect (Only
necessary repair will be carried out)
1) Any modification observed on suspension.
2) Bushes are worn out and axles found misaligned.
3) Damaged occurred due to Accident and overloading.
Crack and welding failure due to manufacturing defect (Only
necessary repair will be carried out)
Any type of failure will be rejected if:
1) Any modification observed on suspension.
2) Bushes are worn out and axles found misaligned.
3) Damaged occurred due to Accident and overloading.
4) Any modification of chassis frame, extra welding and drilling
done on chassis frame by customer.
Any defects during body fabrication process like blistering / peeling
off / mismatching of paint (repainting will be done at affected
areas) providing trailer is regularly cleaned properly.
Paint scratch, if damage due to normal wear & tear / Negligent use
/ chemicals / Bird dropping, environmental pollution / improper
storage.

44